ground handling manual - titan airways
TRANSCRIPT
© Titan Airways
Ground Handling Manual
December 2012
Issued under authority of Operations Director
© Titan Airways
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© Titan Airways
AMENDMENT RECORD
COPY NO. 01 (WEB)
Amendment
No.
Date
Issued
Amended by Date Amended
Current
Reissue Oct12 GB Oct12
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Amendment
No.
Date
Issued
Amended by Date Amended
This manual is an uncontrolled
document when printed
© Titan Airways
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Preface
The following pages contain information and guidance for handling agents involved in Titan Airways’
ad-hoc charter operations. Agents should use the IATA Airport Handling Manual (AHM), IATA
Ground Operations Manual and content of this manual, which qualifies and amplifies items from the
AHM. Acceptance of a handling request from Titan Airways shall be treated as an agent’s
acceptance of the procedures contained within this manual. It shall be the responsibility of the
relevant Station Manager to ensure that each operation is managed using the latest downloaded
copy of this manual.
This manual is also designed to provide guidance for those handling agents working with Titan
Airways aircraft whilst operating under short or long term wet lease to other carriers. Where a
policy or procedure contained within this manual is more restrictive than the policy of the customer
airline then this document shall have precedence.
Titan Airways commenced operations in March 1988 and currently operates a jet aircraft fleet from
its base at London Stansted Airport. The company does not operate scheduled services but offers a
‘tailor made’ ad-hoc charter service to corporations, holiday companies and other airlines.
The company offers a high quality service and is registered to the EU-OPS and ISO9000 Quality
Standard. Flights are often booked at very short notice. Due to the urgent nature of such flights a
high level of response is required from agents. Many flights are however booked months in
advance. The same high-level quality service is required on all operations.
Safety Commitment
The aim of the airline is to conduct safe profitable operations, without incident, that
conform to all relevant legislation, providing a high level of customer satisfaction.
It is the duty of all employees and contractors to report anything that is harmful to our
business, safety of individual employees and operations.
Our policy of continuous improvement is supported by maintaining an independent quality
system, to monitor compliance and adequacy of all procedures.
WARNING: This document is only distributed using the Internet and if printed becomes an
uncontrolled document and marked as such. Agents are to ensure that they have access to
this document online for any planned operation involving Titan Airways aircraft. For any
information/policy not included in this manual the agent should contact Titan Airways for
more information.
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Contents Preface .................................................................................................................................................... 1
Safety Commitment ................................................................................................................................ 1
0 Manual Structure and Revision ....................................................................................................... 9
0.1 General .................................................................................................................................... 9
0.1.1 Standard .............................................................................................................................. 9
0.1.2 Purpose ............................................................................................................................... 9
0.1.3 Terms, Definitions and Abbreviations ................................................................................. 9
0.1.4 Gender ................................................................................................................................ 9
0.1.5 Commercial Air Transportation Operation ......................................................................... 9
0.2 Amendment and Revision ..................................................................................................... 10
0.2.1 Authority ........................................................................................................................... 10
0.2.2 Carriage of Manual ............................................................................................................ 10
0.2.3 Urgent Revisions ............................................................................................................... 10
0.3.4 Access to Manuals ............................................................................................................. 10
1. Organisation .................................................................................................................................. 11
1.1 Contact Details ...................................................................................................................... 11
1.2 Aircraft Types and Configuration .......................................................................................... 12
1.3 Schedules .............................................................................................................................. 12
1.4 Types of Operation................................................................................................................ 12
2 Handling Agent Requirements ...................................................................................................... 13
2.1 Staff ....................................................................................................................................... 13
2.2 Staff Training ......................................................................................................................... 13
2.3 Library ................................................................................................................................... 14
2.4 Documentation ..................................................................................................................... 14
2.5 Retention of Documents ....................................................................................................... 15
2.6 Equipment ............................................................................................................................. 15
3 Communications ........................................................................................................................... 17
3.1 VHF ........................................................................................................................................ 17
3.2 Messaging ............................................................................................................................. 17
3.3 Delay Codes ........................................................................................................................... 18
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4 Passengers..................................................................................................................................... 21
4.1 High Profile / Celebrity / VIP Passengers .............................................................................. 21
4.2 CIP / VIP Lounges .................................................................................................................. 21
4.3 Classes of Travel .................................................................................................................... 21
4.4 Charterer and Representatives ............................................................................................. 22
4.5 Unaccompanied Minor (UNMIN) .......................................................................................... 22
4.6 Infants ................................................................................................................................... 23
4.7 Groups ................................................................................................................................... 24
4.8 Passengers Requiring Assistance .......................................................................................... 24
4.9 Passengers with Reduced Mobility ....................................................................................... 24
4.10 Passengers Requiring Medical Clearance ............................................................................. 26
4.11 Staff ....................................................................................................................................... 26
5. Check-in ......................................................................................................................................... 27
5.1 Ticketing & Documentation .................................................................................................. 27
5.2 Passenger Manifests ............................................................................................................. 27
5.3 Desks – requirement ............................................................................................................. 28
5.4 Pre-Flight Preparation ........................................................................................................... 28
5.5 Desks - preparation ............................................................................................................... 29
5.6 Travel Documents and Passenger Identification .................................................................. 29
5.7 Security questioning / Placarding ......................................................................................... 30
5.8 Passenger information .......................................................................................................... 30
5.9 Return Check-in ..................................................................................................................... 30
5.10 Advance Passenger Information ........................................................................................... 30
5.11 Seating................................................................................................................................... 30
5.12 Check-in Closing .................................................................................................................... 31
5.13 Dangerous Goods carried by Passengers/Crew .................................................................... 31
6 Baggage ......................................................................................................................................... 43
6.1 Baggage Allowance ............................................................................................................... 43
6.2 Checked Baggage .................................................................................................................. 43
6.3 Hand baggage ....................................................................................................................... 43
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7. Security ......................................................................................................................................... 45
7.1 Refusal of Passengers (Drunk/Abusive) ................................................................................ 45
7.2 Prohibited Articles................................................................................................................. 45
7.3 Sporting Weapons ................................................................................................................. 46
7.4 Close Protection Officers ...................................................................................................... 46
7.5 Hold baggage screening ........................................................................................................ 46
7.6 Persons Exempt from Screening ........................................................................................... 46
8. Boarding ........................................................................................................................................ 47
8.1 Boarding Area preparation ................................................................................................... 47
8.2 Boarding Process ................................................................................................................... 47
8.3 Additional Gate Security ....................................................................................................... 47
8.4 Jump-seat rules ..................................................................................................................... 48
9. Weight and Balance ...................................................................................................................... 49
9.1 Load Control .......................................................................................................................... 49
9.2 Standard Seating / Load Plans (SSP/SLP) .............................................................................. 49
9.3 Baggage / Cargo Loading (and Unloading) ............................................................................ 50
9.4 Loadsheet .............................................................................................................................. 52
9.5 Loadsheet Copy ..................................................................................................................... 52
10. Ramp Operations ...................................................................................................................... 53
10.1 Ramp Safety in Aircraft Handling .......................................................................................... 53
10.2 Ground Personnel Safety Precautions .................................................................................. 53
10.3 Danger Areas ......................................................................................................................... 54
10.4 Equipment Restraint Area & Equipment Restraint Line ....................................................... 54
10.5 FOD – Foreign object Debris ................................................................................................. 54
10.6 Aircraft Arrival ....................................................................................................................... 55
10.7 Post Parking Actions & Accessing aircraft ............................................................................. 56
10.8 Parking – Security .............................................................................................................. 58
10.9 Departure (see also Loading & Weight and Balance sections) ............................................. 58
10.10 Incident Management and Reporting ............................................................................... 60
Form 10-1 Sample Incident Report Form ......................................................................................... 61
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11. Fuelling ...................................................................................................................................... 63
11.1 Fuel delivery .......................................................................................................................... 63
11.2 General fuelling precautions ................................................................................................. 63
11.2 General Refuelling operations .............................................................................................. 63
11.2 Fuelling with passengers on-board ....................................................................................... 64
12. De-icing ..................................................................................................................................... 67
13. Servicing .................................................................................................................................... 69
15. Cargo ......................................................................................................................................... 71
15.1 Acceptance ............................................................................................................................ 71
15.2 Security ................................................................................................................................. 71
15.3 ULD / Pallet ........................................................................................................................... 71
15.4 Loading .................................................................................................................................. 72
15.5 Securing of cargo................................................................................................................... 72
15.6 COMAT .................................................................................................................................. 72
16. Mail ........................................................................................................................................... 73
17. Dangerous Goods - Cargo ......................................................................................................... 75
17.1 Acceptance ............................................................................................................................ 75
17.2 Loading / Unloading .............................................................................................................. 75
17.3 Notice to Commander ........................................................................................................... 76
17.4 Undeclared Goods................................................................................................................. 76
17.5 Incidents ................................................................................................................................ 77
17.6 Signage .................................................................................................................................. 77
17.7 Undeclared/Mis-declared Dangerous Goods ....................................................................... 78
17.8 Spillage or leakage of dangerous goods in holds .................................................................. 78
17.9 Documentation ..................................................................................................................... 78
Form18-1 Dangerous Goods - Notice to Commander ...................................................................... 79
18 Carriage of Electric Mobility Aids .............................................................................................. 81
18.1 Check-in ................................................................................................................................. 81
18.2 Preparation for Carriage ....................................................................................................... 82
18.3 Wheelchairs/Mobility Aids with Spillable Batteries .............................................................. 83
18.4 Wheelchairs/Mobility Aids with Lithium Batteries ............................................................... 85
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19. Emergency Response ................................................................................................................ 91
19.1 Departure Handling Agent .................................................................................................... 91
19.2 Contact Details ...................................................................................................................... 91
19.3 Support Functions ................................................................................................................. 92
19.3.1 Airport Friends and relatives reception Centre (FRRC). .................................................... 92
19.3.2 Airport Survivors Reception Centre (SRC) ......................................................................... 92
19.3.3 Providing support .............................................................................................................. 93
19.4 Media attention .................................................................................................................... 93
20 Contingency Planning................................................................................................................ 95
20.1 Disruption Procedures .......................................................................................................... 95
20.2 Denied Boarding.................................................................................................................... 95
20.3 Delay Notice .......................................................................................................................... 97
20.4 Lost Baggage ......................................................................................................................... 99
20.5 Contingency Guidance .......................................................................................................... 99
21. Quality ..................................................................................................................................... 101
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0 Manual Structure and Revision
0.1 General
This manual will be published and made available to Handling Agents by use of the Titan
Airways operational web portal ( www.zapops.com )
0.1.1 Standard
The Company Operations Manual is issued in accordance with the EU-OPS standard. It
complies with EU-OPS 1 and with the terms and conditions of the Company’s Air Operator
Certificate.
0.1.2 Purpose
The Manual is for the use and guidance of all company operating personnel. Such personnel
are to ensure that all commercial air transportation flights are planned and executed in
accordance with the policies and requirements of the company and the regulator.
0.1.3 Terms, Definitions and Abbreviations
Where necessary, specific terms are defined at the beginning of the Part to which they are
appropriate. Part A contains all definitions, terms and abbreviations relating to all other
Parts
0.1.4 Gender
For brevity, the pronoun ‘he’ may be utilised throughout the Ground Handling Manual as
well as ‘he/she’ or they. Where appropriate, the pronoun ‘she’ should be inferred or
assumed.
0.1.5 Commercial Air Transportation Operation
An aircraft operation involving the transport of passengers or cargo for remuneration, hire
or reward.
NOTE Public Transport is not intended to cover Aerial Work or Corporate Aviation.
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0.2 Amendment and Revision
0.2.1 Authority
The Ground Handling Manual is issued on the authority of the Company and the Operations
Director will authorise all amendments to the document, as required by the Company (or by
the United Kingdom Civil Aviation Authority). Any proposed amendment should be
forwarded to the Operations Director by e-mail. All amendments will be in the form of
printed, replacement pages; handwritten amendments are not permitted (except in
situations requiring immediate amendment or revision in the interests of safety). Revision
pages will be annotated to show the date of issue (and date of effect, if different), the
amendment list number and the portion of the text which has been revised. The revised text
is indicated by vertical ‘change bar(s)’adjacent to the changes, except where a complete re-
issue of the Manual is undertaken. Each amendment will be accompanied by a revised list of
effective pages with their dates of issue and by a certificate of receipt/incorporation. An
amendment list record will be maintained at the front of each manual. Regularly contracted
handling agents will be advised of new editions/amendments by e-mail. All other agents are
directed to this volume as a part of the handling request generated by the company.
0.2.2 Carriage of Manual
It is not a requirement that a copy of the Ground Handling Manual be carried on Titan
Airways’ Aeroplanes.
0.2.3 Urgent Revisions
Details of revisions which may be urgently required or which are supplementary to the
Ground Handling Manual will be promulgated as Handling Notices and posted on the Titan
Airways web portal (www.zapops.com).
Those of a temporary nature will be cancelled as soon as they are no longer relevant. Those
of long-term application will be incorporated into the manual in conjunction with the next
amendment or within six months of the effective date, whichever is sooner.
0.3.4 Access to Manuals
Operational personnel must have easy access to a copy of the Ground Handling Manual
where relevant to their duties.
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1. Organisation
1.1 Contact Details
Name Titan Airways
Address Enterprise House, Stansted Airport, Essex. CM24 1RN
Telephone Switchboard +44 1279 680616 (H24)
Operations +44 1279 680357 (H24)
Telefax +44 1279 680110
ARINC/SITA STNTACR / STNTA7X
E-mail [email protected]
charter@titan–airways.co.uk
IATA Code ZT ICAO Code AWC
Managing Director Gene Willson +44 1279 680616
Operations Director Graham Baguley +44 1279 669700
Finance Director Rob Platts +44 1279 669610
Technical Director Paul Woodman +44 1279 680402
Operations Manager Greg Holland +44 1279 680616
Cabin Crew Manager Shaun Fitzpatrick +44 1279 680616
Inflight Services Manager Kim Braithwaite +44 1279 680616
Engineering Manager Dave Bunker +44 1279 680402
ERP Nicky Folwell +44 1279 669613
W & B Graham Baguley +44 1279 669700
DGR Graham Baguley +44 1279 669700
Operational data and the latest copy of this manual can ALSO be obtained from our
operations website at www.zapops.com
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1.2 Aircraft Types and Configuration
Registration Type Configuration Alternative Config (when advised)
G-POWD Boeing 767-300ER 265Y
G-ZAPX Boeing 757-200 202Y 76C, 80C, 40C/118Y, 40C,108Y
G-POWH Boeing 757-200 202Y 76C, 80C, 40C/118Y, 40C,108Y
G-ZAPW Boeing 737-300QC 130Y
G-ZAPZ Boeing 737-300QC 130Y 44C
G-POWC Boeing 737-300QC 130Y 44C
G-ZAPV Boeing 737-300QC Cargo
G-POWF Avro RJ-100 98Y Various
G-ZAPK BAe146-200QC 80Y
G-ZAPN BAe146-200QC 77Y
1.3 Schedules
Schedules will be advised to agents by SITA or e-mail in advance of the planned
operation. All times will be UTC
1.4 Types of Operation
The following flight types will be referred to in this manual:
Category Description
Closed Charter A flight where the entire aircraft is chartered by one company/body for carriage of their own staff or invited guests and no sale of tickets to the general public.
Public Charter A charter flight available to the general public by way of ticket sales or purchase as a part of a holiday package.
ACMI A flight operated by Titan Airways on behalf of another carrier. Such flights may be long term contract or short notice ‘rescue’ operations. All handling is for the ticketing airline account.
Schedule A flight operated by Titan Airways where all seats are directly sold by Titan Airways or a subsidiary.
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2 Handling Agent Requirements
Handling agents should follow the guidelines set down in the IATA Airport Handling Manual
and the IATA Ground Operations Manual when handling Titan Airways aircraft. Agents, such
as FBO’s not able to follow the above should have equivalent robust published procedures
for staff to follow in carrying out their respective duties in a safe and secure manner.
Agents acting on behalf of Titan Airways should meet the following basic standards before
accepting handling of Titan Airways aircraft:
2.1 Staff
Staff levels should be maintained to ensure a high level of service to all Titan Airways
operations.
2.2 Staff Training
All staff should be trained and tested to an adequate level for the duties and responsibilities
held (check-in, security, airside safety, loading, equipment operation).
Training should also cover:
• Familiarisation with applicable regulations
• Training on handling policies and practices of the handling agent
• Human Factors
• Safety Training (Airside / Equipment)
• Dangerous Goods (see below)
All staff involved with check-in/ gate / baggage handling / aircraft loading / load control /
cargo reception / cargo loading should have Dangerous Goods awareness training in
accordance with the current IATA Dangerous Goods Regulations. Initial training is required
to be completed before carrying out unsupervised duties. Recurrent training shall be carried
at least once in every 36 month period (24 months for Dangerous Goods).
Records of training and testing (where applicable) shall be kept by the handling agent.
English language speaker/s should be available to supervise the handling operation for Titan
Airways. Where this is not possible Titan Airways may engage the services of a supervisory
agent in order to provide liaison.
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2.3 Library
The handling agent will maintain a library of documents to be used in the provision of
handling services. The library should contain as a minimum the following:
Titan Airways Traffic Manual (access available online at www.zapops.com)
IATA Dangerous Goods Regulations* (or ICAO Technical Instructions*)
Handling Agent Local Operation Procedures (as applicable)
*plus associated addenda
Recommended
IATA Airport Handling Manual (AHM)
IATA Ground Operations Manual (IGOM)
IATA Live Animals Regulations
Where required by Titan Airways the agent will hold suitable stocks of documentation to be
used in the handling of aircraft.
The agent must ensure there is a suitable method of maintaining the library to ensure all
documentation is kept up-to-date with all amendments/revisions completed without delay.
In the event such documentation is not readily available then Titan Airways should be
advised and on-board reference copies made available for the operation concerned.
CAUTION Documentation and stationary for use in operations should always be stored securely to prevent unauthorised access.
Where IT systems are included as a part of normal operating procedures these must be
backed up on a regularly scheduled basis.
2.4 Documentation
All documentation used by a handling agent must be presented clearly and legibly at all
times. An effective system of ensuring latest documents to be used should be included in
any handling agent local procedures manual.
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2.5 Retention of Documents
Agents should ensure that flight files containing documentation relating to a Titan Airways
flight is retained for a period of not less than three months.
2.6 Equipment
All equipment used by the agent in support of handling Titan Airways aircraft shall be
regularly maintained and calibrated (where applicable). Records of such servicing and
calibration shall be maintains and available to Titan Airways officials on request.
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3 Communications
3.1 VHF
Where possible, agents should be able to communicate with the aircraft by VHF air – to –
ground radio systems. In the event that such systems are not available or unserviceable the
agent shall ensure close communication with the airport and air traffic control authorities is
maintained in order to respond effectively to the aircrafts movements.
3.2 Messaging
SITA/ARINC messaging should be used to notify Titan Airways Operations Control Centre of
all movements. The following IATA messages should be sent as standard for all operations:
MVT (Sample format)
Departure Arrival
MVT
ZT2716/08.GZAPX.DUS
AD1420 EA1704 AGP
DL99/0010
PX143
MVT
ZT213/09.GZAPK.STN
AA1151/1158
Decode
MVT – Movement message
ZT2716/08 – Flight no / Date
GZAPX – Aircraft registration
DUS – Airport of departure
AD1420 – Actual departure time (UTC)
EA1704 – Estimated arrival time (UTC)
ALC – Destination airport
DL99/0010 – Delay code/Time
PX143 – Passenger load
Decode
MVT – Movement message
ZT213/09 - Flight no./date
GZAPK – Aircraft registration
STN – Arrival airport
AA1151/1158 – Landing/Onchox time(UTC)
LDM (Sample Format) LDM
ZT1011/06.GZAPX.198Y.2/6
-LDE.66/131/0/0.T3168.2/586.3/1544.4/1038.PAX/0/0/197
SI B238/3168.CNIL.MNIL
ALL WCHRS LDD H2
Decode
LDM – Load Message
ZT1011/06 – Flight No. /Date
GZAPX.198Y.2/5 – Registration / Config / Crew comp (if known)
-LDE. – Departure airport
66/131/0/0. – Male / Female / Children / Infants
T3168. – Total Baggage weight
1/50 2/536.3/1544.4/1038. – Hold baggage split
PAX/0/0/197. – Class split
SI B238/3168.CNIL.MNIL ALL WCHRS LDD H2 – Supplementary information no. Bags etc
Other messaging (ULD etc) should be transmitted where this is within the handling agents
own procedures.
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3.3 Delay Codes
The following list of codes should be used when reporting delays on Titan Airways
operations. These are standard IATA codes and Titan Airways does not operate any
company specific codes:
Delay Codes starting with 1 (passenger/baggage)
These Codes are used to describe delays caused by Passenger and Baggage handling.
11: Late check-in, acceptance of passengers after deadline
12: Late Check-in, congestion in check-in area
13: Check-in error
14: Overbooking, booking errors
15: Boarding, discrepancies and paging, missing checked-in passenger at gate
16: Commercial Publicity, Passenger Convenience, VIP, Press, Ground meals and missing personal items
17: Catering order, late or incorrect order given to supplier
18: Baggage processing, sorting, etc.
Delay Codes starting with 2 (cargo/mail)
These Codes are used to describe delays caused by Cargo (21-26) and Mail Handling (27-29).
21: A Documentation, errors, etc.
22: Late positioning
23: Late acceptance
24: Inadequate packing
25: Overbooking, booking errors
26: Late preparation in warehouse
27: Mail Oversales, packing, etc.
28: Mail Late positioning
29: Mail Late acceptance
Delay Codes starting with 3 (handling)
These Codes are used to describe delays caused by aircraft and ramp handling
31: Aircraft documentation late or inaccurate, weight and balance (Loadsheet), general declaration, passenger manifest, etc.
32: Loading, Unloading, bulky/special load, cabin load, lack of loading staff
33: Loading Equipment, lack of or breakdown, e.g. container pallet loader, lack of staff
34: Servicing Equipment, lack of or breakdown, lack of staff, e.g. steps
35: Aircraft Cleaning
36: Fuelling, Defuelling, fuel supplier
37: Catering, late delivery or loading
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38: ULD, Containers, pallets, lack of or breakdown
39: Technical equipment, lack of or breakdown, lack of staff, e.g. pushback
Delay Codes starting with 4 (technical)
These codes are used to describe technical delay reasons.
41: Aircraft defects
42: Scheduled maintenance, late release
43: Non-scheduled maintenance, special checks and / or additional works beyond normal maintenance
44: Spares and maintenance equipment, lack of or breakdown
45: AOG (Aircraft on ground for technical reasons) Spares, to be carried to another station
46: Aircraft change for technical reasons
47: Standby aircraft, lack of planned standby aircraft for technical reasons
48: Scheduled cabin configuration and version adjustment
Delay Codes starting with 5 (damage/failure)
These Codes are used to describe damage to aircraft and automated equipment failure.
51: Damage during flight operations, bird or lightning strike, turbulence, heavy or overweight landing
52: Damage during ground operations, collisions (other than during taxiing, loading/offloading damage, contamination, towing, extreme weather conditions
55: Departure Control System, Check-in, weight and balance (load control), computer system error, baggage sorting, gate-reader error or problems
56: Cargo preparation/documentation system
57: Flight plans
58: Other computer systems
Delay Codes starting with 6 (operation)
These codes are assigned to Operations and Crew caused delays.
61: Flight plan, late completion or change of flight documentation
62: Operational requirements, fuel, load alteration
63: Late crew boarding or departure procedures
64: Flight deck crew shortage, Crew rest
65: Flight deck crew special request or error
66: Late cabin crew boarding or departure procedures
67: Cabin crew shortage
68: Cabin crew error or special request
69: Captain request for security check, extraordinary
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Delay Codes starting with 7 (weather)
These Codes explain weather caused delays.
71: Departure station
72: Destination station
73: Enroute or Alternate
75: De-Icing of aircraft, removal of ice/snow, frost prevention
76: Removal of snow/ice/water/sand from airport/runway
77: Aircraft ground handling impaired by adverse weather conditions
Delay Codes starting with 8 (air traffic control)
These Codes are used for Air Traffic Control (ATC) Restrictions (81-84) and Airport or Governmental Authorities caused delays.
81: ATC restriction en-route or capacity
82: ATC restriction due to staff shortage or equipment failure en-route
83: ATC restriction at destination
84: ATC restriction due to weather at destination
85: Mandatory security
86: Immigration, Customs, Health
87: Airport Facilities, parking stands, ramp congestion, buildings, gate limitations, ...
88: Restrictions at airport of destination, airport/runway closed due obstruction, industrial action, staff shortage, political unrest, noise abatement, night curfew, special flights, ...
89: Restrictions at airport of departure, airport/runway closed due obstruction, industrial action, staff shortage, political unrest, noise abatement, night curfew, special flights, start-up and pushback, ...
Delay Codes starting with 9 (miscellaneous)
Codes used for reactionary reasons or Miscellaneous.
91: Passenger or Load Connection, awaiting load or passengers from another flight. Protection of stranded passengers onto a new flight.
92: Through Check-in error, passenger and baggage
93: Aircraft rotation
94: Cabin crew rotation
95: Crew rotation (entire or cockpit crew)
96: Operations control, rerouting, diversion, consolidation, aircraft change for reasons other than technical
97: Industrial action within own airline
98: Industrial action outside own airline
99: Miscellaneous, not elsewhere specified
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4 Passengers
Agents handling Titan Airways will be exposed to a wide variety of passenger types. Flights
will involve scheduled, public charter (Inclusive Tour (IT)/Holiday), ‘closed charter’ group
passengers and some will also involve high profile or celebrity passengers such as sports
teams/political figures /Heads of State.
4.1 High Profile / Celebrity / VIP Passengers
Many of the charters operated by Titan Airways will involve carriage of people who
are widely known in public life. Such passengers should be treated so as to ensure
their privacy is not invaded. Handling staff must not approach such VIP passengers
for photographs / autographs etc. (See also section ‘Security’)
4.2 CIP / VIP Lounges
From time to time small groups of passengers or entire loads will require use of
separate lounge prior to departure. Generally such operations will be carried out
through Business aviation / VIP / FBO type terminals where available. These
arrangements will be advised in advance by Titan Airways.
4.3 Classes of Travel
Titan Airways aircraft are operated in a number of configurations. Seating classes are as
follows:
BAe146 Variable class divider row 3-14 3+2 / 2+3 / 3+3 (depending on aircraft)
Avro RJ100
Boeing 737 130Y (Alt config) 44C
Boeing 757 202Y (alt configs) 76C, 80C, 40C/108Y or 40C/118Y
Boeing 767 265Y
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4.4 Charterer and Representatives
Details of charterer may be advised to agents when required. Some charterers may request
additional or special signage at check-in. Where possible agents should provide this facility
and liaison directly with the charterer shall be acceptable to Titan Airways. Logos for display
on electronic check-in broads can be obtained on application to [email protected]
Where charterer requires additional services not covered by the IATA SGHA, these shall not
be for the account of Titan Airways unless written authorisation is received from the
company.
When operating short term wet lease on behalf of other carriers, Titan Airways will utilise
the services of the customer airline’s handling agents. All services will be supplied under the
customer airline account.
4.5 Unaccompanied Minor (UNMIN)
UNMIN is the term used for a passenger between the ages of 5 - 12 years, travelling alone.
Passengers between the age of 12 and 14 are referred to as an unaccompanied youth and
escorted but will not require a parental/guardian declaration. A passenger over the age of
14 may travel independently.
Children between the ages of 5 and 12 years of age will be accepted to travel provided a
responsible adult escorts the child at both airport of departure and arrival. Responsible
adult should present the child at check-in and complete declaration prior to remaining with
the child for as long as possible before proceeding to boarding. The responsible adult should
be requested to remain at the airport until the aircraft if airborne.
UNMINs should be allocated seating in accordance with the seating plan for the appropriate
aircraft.
Once transfer to the boarding area is necessary the agent shall be responsible in agreement
with responsible adult for care and supervision of the child until boarding. Such care and
supervision should be in a manner appropriate to the age, maturity and local circumstances
/procedures. Agents should ensure that the child is kept safe from physical and/or
psychological damage.
Agent should inform the senior cabin crew member prior to boarding. Escorted to the
aircraft ensuring they have their travel documents and tickets in a sealed pouch (small
children will normally carry this around their neck).
Notify arrival station of UNMIN details by SITA/e-mail
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On arrival ground personnel should meet the child at the aircraft and escort them from the
aircraft, through the airport terminal and to where they are to be collected by a
relative/guardian.
Titan Airways do not carry unaccompanied minor documentation. Agents should document
all UNMIN’s on behalf of Titan Airways using own stock documentation.
4.6 Infants
Infants are defined as passengers under the age of 2 years.
Passengers with infants may be permitted to carry stollers etc to the boarding gate where
they should be tagged with ‘Return at Aircraft Side’ and subsequently hold loaded.
Passengers less than three years of age but not less than two must either be secured in a seat with seat belt or secured in a car type safety seat which, in turn, is properly secured to the aircraft seat. Infants, defined as children of not more than 2 years of age, may be carried in the arms of an adult and secured by use of an approved (British Safety Standard) child restraint device or use a car type safety seat properly secured to the aircraft seat. Infants must be a minimum age of 7 days to travel. From 7 days to six months of age Infants must be secured by means of a supplementary loop restraint device.
Summary: 7days - less than 6 months Infant seatbelt 6 months – less than 2 years Infant seatbelt or car seat 2 years - less than 3 years Car seat or passenger seat and belt 3 years or more Passenger seat and belt Car type safety seats must confirm to the following requirements:
Seat must have a well defined shell or where a separate shell and under-structure exists, the two are well connected.
Seat must allow quick and easy securing and release of child from seat.
Seat must have a single release type harness with straps a minimum of 25mm wide which at least secures the child’s lap, torso and shoulders. Child should not be able to easily release the harness.
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4.7 Groups
Group check-in of passenger may be permissible in certain circumstances. Passengers on
closed charter flights will often travel as a group under a single master ticket. Where
passengers are carrying hold baggage they should present themselves for check-in
individually presenting their own bags.
Formal groups of PRM’s may be checked in by a single group/tour leader with prior
approval.
4.8 Passengers Requiring Assistance
For passengers with disabilities or those requiring or requesting assistance:
Ask the passenger what assistance they require and how you can help them
Discuss the most appropriate seating based on their individual needs and the aircraft
specifications, even if seats have been allocated already
Advise passengers what services and assistance are available based on their needs
Advise the passenger of any assistance that may be available on board (in
conjunction with Titan Airways)
Provide information to passengers in alternative formats
Ensure suitable information is entered into the DCS to record passenger details
4.9 Passengers with Reduced Mobility
Air carriers are prohibited by law from refusing carriage to a person on the grounds of
disability or reduced mobility; however a carrier may refuse carriage if the size of the aircraft
or its door makes embarkation or carriage physically impossible or if their carriage impedes
the safety requirements established by the national aviation authority that issued the
carriers AOC.
A person with reduced mobility (PRM) is understood to mean any person whose mobility
is reduced due to a physical incapacity (sensory or locomotory), an intellectual deficiency,
age, illness or any other cause of disability when using transport and whose situation needs
special attention and the adaptation to the person’s needs of services made available to all
passengers.
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PRM Category Characteristics Assistance
WCHR (wheelchair – ramp)
Passenger can walk short distances and walk up or down stairs. Can walk in the cabin and is able to climb aircraft stairs alone. Assistance from/to aircraft is necessary.
Passenger should be accompanied. For long walking distances a wheelchair should be available.
WCHS (wheelchair – steps)
Passenger cannot walk up or down aircraft stairs but can walk in the cabin alone.
Passenger should be accompanied. Passenger needs a wheelchair from/to the aircraft.
WCHS (wheelchair – cabin seat)
Passenger cannot walk or stand and will be accompanied to and from their cabin seat.
Passenger should be accompanied. Passenger needs a wheelchair and special aids e.g. High-loader or boarding wheelchair.
BLND (blind passenger)
Blind passenger. (only if assistance is expressly requested and prior notification is given)
Passenger should be accompanied. Individual needs will be respected.
DEAF (deaf passenger)
Deaf passenger or deaf without speech. (only if assistance is expressly requested and prior notification is given)
Passenger should be accompanied. Individual needs will be respected.
STCR (stretcher)
Passenger is on a stretcher and can only be transported this way.
Passenger will be carried to or from the aircraft by ambulance.
STCR only carried on B767 with Aeromed cabin fitted
The number of PRMs on board should not exceed the number of able-bodied persons (ABP’s) carried
Passengers who are disabled or who have reduced mobility will require additional time to board and
disembark. Wherever possible such passengers should be pre-boarded (i.e. before other passengers)
and should remain on-board until all other passengers have disembarked.
When dealing with a blind passenger it is best to offer them your arm to hold in order to guide them.
Let the passenger take your arm. These passengers should be briefed on the location of nearest exit,
call button and how to fasten and unfasten their seatbelt.
When dealing with a deaf passenger speak to them directly. Use clear mouth movements in order
that they might lip read.
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4.10 Passengers Requiring Medical Clearance
Passengers with a Communicable Disease Passengers who have or appear to have a communicable disease shall not be acceptable for carriage on company aircraft without prior approval of Titan Airways. Passengers with Serious Illness Passengers who are seriously ill may be carried on company aircraft where a medical certificate is held or a carer is accompanying the passenger. Expectant Mothers
Expectant mothers may travel up to the end of their 28th week of pregnancy. Travel after this and up to the end of the 35th week is permitted providing the passenger has a doctors’ letter confirming the expected date of delivery and the health of the mother.
Passengers with Plaster casts The length of time required for passengers to have their plaster casts in place before a flight is 48 hours. The passenger must have a fitness to fly certificate in their possession. In addition to this the following recommendations should be considered:
• A split cast is recommended so that it can be easily removed should the limb swell up
during the flight.
• If the passenger has an inflatable splint you must be able to let the air out in the event it causes additional pressure due to the aircraft environment and reduce the supply of blood to the limb.
4.11 Staff
Only staff passengers holding Titan Airways authorisation/ID are to be accepted for carriage.
Staff passengers are to be treated on a space available basis only. The jump seat is only to
be allocated after consultation with Titan Airways operations who will liaise with the aircraft
commander and issue authorization in accordance with current security regulations.
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5. Check-in
5.1 Ticketing & Documentation
Unless operating a sub-service for another carrier, passengers are issued with Titan Airways
tickets. Other tickets (Holiday company. etc) will be accepted on charters specifically for the
ticketing issuing organisation. Closed charter groups may travel under a ‘master’ ticket with
the agent identifying passengers against the provided passenger manifest.
CAUTION Documentation and stationary for use in operations should always be stored securely to prevent unauthorised access. Check-in IT systems should be logged out and/or turned off when not in use or when left unattended.
Suitable IT back-up systems should be employed to prevent loss of data.
Baggage tags shall be issued by each agent for each piece of checked baggage checked-in
through main terminal areas. Tags should include destination and serial number.
Baggage tag stocks are NOT available from Titan Airways.
5.2 Passenger Manifests
Full passenger list will be transmitted to all agents during the day prior to departure. This
list may be available in PNL format but is likely for closed charters to be in other forms.
Amendments to this will be faxed or sent through SITA to respective stations. Differences
from passenger list experienced at check-in should be notified to the charterer’s rep (if in
attendance), and to Titan Airways.
PNL’s should be available for transmission to Titan Airways on request.
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5.3 Desks – requirement
Desk requirement will be different according to the type of operation. This is especially
true with private ad-hoc charter flights. Groups departing outbound for a “closed charter”
often arrive in own vehicles so the check-in process can occur over a prolonged period of
time. For the return flight of such groups the entire passenger load will often arrive together
at the airport for an immediate check-in. In this case a larger number of desks are required
to be opened in order to process the passengers quickly.
The following is a guideline to our requirements:
Type of Flight
Number of desks (as available)
Time Open
Ad-hoc charter (outward)
2 STD-2:00
Ad-hoc charter (inward)
3-5 STD -1:30
Holiday Charter (1 class)
2-3 STD-3:00
Holiday Charter (2 class)
3 STD-3:00
Self service check-in : NOT USED
Mobile check-in : NOT USED
SMS check-in : NOT USED
5.4 Pre-Flight Preparation
Before opening a flight for check-in the following actions should be considered and
completed as appropriate for the operation:
Review the information on the flight (type of pax / special requirements)
Confirm Passenger Name List (PNL) received from airline / charterer
Block seats in Departure Control System (if used) as required by any instruction from
Titan
Confirm the seating plan used is correct for the type and version of aircraft
Check seating policy (allocated / free)
Check passenger list for any special passengers (WCH, UM etc) and assign seating in
accordance with Titan seating plans
Review boarding time, gate information and any other information (reason for any
delay)
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5.5 Desks - preparation
Prior to opening check-in counters:
Start and test equipment
Ensure scales (if required) are functioning
Ensure adequate supply of boarding cards/ baggage tags
Display Titan Airways / Tour operator / charterer airline signage + flight number, STD and destination.
Ensure Dangerous Goods signage must be present in any of the following locations where: o Tickets are issued o Passengers Check-in o Aircraft are boarded
5.6 Travel Documents and Passenger Identification
Each passenger presenting themselves at check-in for travel on a Titan Airways aircraft is
required to present an approved travel identification document (passport / national ID /
Military ID). The identification document must match the name either on the issued ticket
or the master manifest. Name mis-matches should be resolved at a local level with
charteres representative where possible. In the event no resolution can be found or the
charterer’s rep is not present then the agent should contact Titan Airways operations
control.
Where a ticket is issued then this shall be checked against the passenger’s identification document to confirm validity. A check should then be made (either within a DCS or manual) that the passenger identification document matched the person listed to travel. The check-in agent shall check the ID document for the following:
Is the passenger the rightful holder of the ID? – visual identification
Is the travel document valid (check expiry dates)?
Appropriate travel visa for destination country is present, stamped/signed and valid (check expiry dates).
Visa information can be found from the IATA TIM or similar publication.
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5.7 Security questioning / Placarding
National regulation may require a means being available to establish whether the passenger
has been in control of their baggage prior to check-in. Where this is required the agent shall
ensure that this is completed either by presence of a placard or by verbal questioning.
Passengers not satisfactorily meeting the answers to these questions should be
referred/marked for ‘selectee’ screening.
5.8 Passenger information
Passengers should be advised on check-in of any known delay. When checking in passengers
for a sub-chartered flight the passengers should be advised of the operating carrier.
5.9 Return Check-in
Some flights operated by Titan Airways on a same day return basis may require round trip
check-in to be completed. This is normally only used for sports events where it enables
congestion to be eased at the return departure airport. Such requirements would be
advised in advance by Titan Airways and agents requested to both check-in and issue
boarding cards for the return sector.
Return check-in is subject to:
• Return journey within 24 hours after departure
• No checked baggage is permitted
• No change of city pair involved
5.10 Advance Passenger Information
Many government require advance passenger information to be captured and submitted at
specified times. Current requirements include US Customs and Border Protection, Canadian
Border Security, UK e-Borders, CARICOM, Spain etc.
For these operations either the approved DCS may be used after consultation with Titan
Airways else we may engage the services of a third party security agency to collect
passenger information data, check validity and visas. Such operations would be advised to
the main agent in advance.
5.11 Seating
Each passenger (excluding infants) requires an assigned seat unless the flight has been
designated as free seating (applicable to many closed charters). When allocating seating this
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must me in accordance with the seat plans which are located in the individual aircraft
appendices to this manual.
Passengers in exit row seats must be able bodied and agents MUST NOT locate PRM,
children/infants, elderly or obese passengers to these seat.
5.12 Check-in Closing
For closed charter operations check-in shall remain open until it is confirmed that either all
passengers are checked-in or the group leader has confirmed that no further passengers are
expected. There will be no specified check-in close ‘time’ for such operations and flights
may be delayed for some or all passengers.
All public charter flights should close check-in at STD-60. Holding for late passenger will only
be permitted after consultation with Titan Airways operations control and the charterer
representative if available.
5.13 Dangerous Goods carried by Passengers/Crew
An approval is not required for those dangerous goods which, according to the IATA
Dangerous Goods Regulations, can be carried by passengers or crew members. Where the
following table shows ‘Operator approval required’, Titan Airways should be contacted
directly for such approval including the nature of the item being carried along with the
passenger name and reason for carriage (if available). Where the list requires that the
information on nature and location of an item is required to be communicated to the
Captain then this must be completed directly by the handling agent via the dispatcher:
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Medical Necessities Carry-on
baggage
Checked
(hold)
baggage
On one’s
person
Operator
approval
required
Gaseous oxygen or air cylinders required for medical use.
Each cylinder must not exceed 5 kg gross mass. Cylinders,
valves and regulators, where fitted, must be protected
from damage which could cause inadvertent release of the
contents.
Note 1: Liquid oxygen systems are forbidden.
Note 2: Air cylinders for other purposes, such as scuba
diving, may only be carried if “empty”.
Cylinders of a non-flammable, non-toxic gas, worn for the operation of mechanical limbs, also spare cylinders of a similar size if required to ensure an adequate supply for the duration of the journey.
Non-radioactive medicines (including aerosols). The total
net quantity of each single article must not exceed 0.5 kg
or 0.5 L. Release valves on aerosols must be protected by a
cap or other suitable means to prevent inadvertent
release of the contents.
Note: The total net quantity of medicines, toiletry articles
and aerosols for sporting or home use must not exceed 2
kg or 2 L (e.g. four aerosol cans of 500 mL each) for each
person.
Small medical or clinical thermometer which contains mercury, one only, for personal use when in its protective case.
Radioisotopic cardiac pacemakers or other devices, including those powered by lithium batteries, implanted into a person, or radio-pharmaceuticals contained within the body of a person as the result of medical treatment.
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Medical Necessities Carry-on
baggage
Checked
(hold)
baggage
On one’s
person
Operator
approval
required
Wheelchairs or other battery-powered mobility aids with non-spillable batteries. The battery must be securely attached to the wheelchair and terminals must be protected from short circuits. Additionally, the wheelchair controls should be protected and protected from:
a) inadvertent operation – there are a variety of ways a wheelchair can be protected, and in the first instance the passenger should be asked how this can be achieved; generally this will involve certain actions being taken with the joystick, but may also be as simple as removing a key or turning a deactivation switch. If the latter, care must be taken during loading to ensure that the switch cannot be activated by adjacent baggage.
NOTE: Application of the brake is not sufficient; unless the motor is rendered inoperative the motor can still be activated and overheat;
b) short circuit of the battery – this does not necessarily
require disconnection, since this is often very difficult to
do, and if not done properly can increase the risk of a fire.
Adequate protection may already be afforded by the
battery being contained in a battery box fitted to the
mobility aid. Consequently, only if deactivation cannot be
achieved should disconnection be considered, following
which it must be ensured that the battery terminals are
protected against short circuit, e.g. by the effective
insulation of exposed terminals; and
c) damage – including to associated wiring, by the
movement of baggage, mail, stores or other cargo.
Note: SPECIFIC TECHNICAL SPECIFICATIONS APPLY – SEE
BELOW.
N/A
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Medical Necessities Carry-on
baggage
Checked
(hold)
baggage
On one’s
person
Operator
approval
required
Wheelchairs or other battery-powered mobility aids with
spillable batteries, provided that the wheelchair or
mobility aid can be loaded, stowed, secured and unloaded
always in an upright position and that the the battery
terminals are protected from short circuits (e.g. by being
enclosed in a battery container) and the battery is securely
attached to the wheelchair or mobility aid. Stowage shall
ensure that unintentional movement is prevented and
that the item is protected from being damaged by
movement of baggage, mail, stores or cargo.
Note: If the wheelchair or mobility aid cannot be loaded, stowed, secured and unloaded always in an upright position (which will depend upon the type of aircraft and the type of the mobility aid), the battery must be removed and the wheelchair or mobility aid may then be carried as checked baggage without restriction. A removed spillable battery may only be carried by air if packed, marked and labelled as specified within the IATA Dangerous Goods Regulations.
N/A
Wheelchairs or other battery-powered mobility aids with non-spillable batteries (See Electric Mobility Aid Procedures below).
Note: specific technical specifications apply - these are listed below
N/A
Wheelchairs or other battery-powered mobility aids with
spillable batteries (See Electric Mobility Aid Procedures
below).
N/A
The pilot in
command
shall be
advised of the
location of
this item
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Medical Necessities Carry-on
baggage
Checked
(hold)
baggage
On one’s
person
Operator
approval
required
Wheelchairs/Mobility Aids with Lithium Ion Batteries (See Electric Mobility Aid Procedures below).
N/A
The pilot in
command
shall be
advised of the
location of
this item
Articles Used in Dressing or Grooming Carry-on
baggage
Checked
(hold)
baggage
On one’s
person
Operator
approval
required
Toiletry articles (including aerosols). The total net
quantity of each single article must not exceed 0.5 kg or
0.5 L. Release valves on aerosols must be protected by a
cap or other suitable means to prevent inadvertent
release of the contents. The term “toiletry articles
(including aerosols)” is intended to include such items as
hair sprays, perfumes and colognes.
Note: The total net quantity of medicines, toiletry articles
and aerosols for sporting or home use must not exceed 2
kg or 2 L (e.g. four aerosol cans of 500 mL each) for each
person.
Hair curlers containing hydrocarbon gas, no more than
one per person, provided that the safety cover is securely
fitted over the heating element.
Note: Gas refills for such curlers must not be carried.
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Consumer Articles Carry-on
baggage
Checked
(hold)
baggage
On one’s
person
Operator
approval
required
Alcoholic beverages, containing more than 24% but not
more than 70% alcohol by volume, when in retail
packagings in receptacles not exceeding 5 L, with a
maximum total net quantity per person of 5 L for such
beverages.
Note: Alcoholic beverages containing not more than 24%
alcohol by volume are not subject to any restrictions.
Alcoholic beverages with more than 70% alcohol by
volume are not permitted.
Aerosols (non-flammable, non-toxic) with no subsidiary
risk, for sporting or home use. Permitted in checked
baggage only. The total net quantity of each single article
must not exceed 0.5 kg or 0.5 L. Release valves on aerosols
must be protected by a cap or other suitable means to
prevent inadvertent release of the contents.
Note: The total net quantity of medicines, toiletry articles
and aerosols for sporting or home use must not exceed 2
kg or 2 L (e.g. four aerosol cans of 500 mL each) for each
person.
Ammunition (cartridges for weapons) securely packed in
quantities not exceeding 5 kg gross mass per person for
that person’s own use. Allowances for more than one
person must not be combined into one or more packages.
Note: Only ammunition classified as UN0012 or UN0014 within Division 1.4S may be carried in baggage. If the classification is unknown, this information should be obtained from the ammunition manufacturer/supplier.
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Consumer Articles Carry-on
baggage
Checked
(hold)
baggage
On one’s
person
Operator
approval
required
One small packet of safety matches or a single cigarette
lighter (that does not contain unabsorbed liquid fuel,
other than liquefied gas), intended for use by an
individual.
Note 1: Lighter fuel and lighter refills are not permitted on one’s person or in checked or carry-on luggage.
Note 2: ‘Strike anywhere’ matches are forbidden for air transport.
Consumer electronic devices containing lithium or
lithium ion cells or batteries (watches, calculating
machines, cameras, cellular phones, laptop computers,
camcorders, etc.) when carried by passengers or crew for
personal use. Each installed or spare battery must not
exceed the following:
- for lithium metal or lithium alloy batteries, a lithium
content of not more than 2 grams; or
- for lithium ion batteries, a watt-hour rating of not
more than 100 Wh.
Note: Carriage should be as carry-on baggage.
See Note See
Note
Spare lithium or lithium ion cells or batteries must be
individually protected so as to prevent short circuits (by
placement in original retail packaging or by otherwise
insulating terminals, e.g. by taping over exposed terminals
or placing each battery in a separate plastic bag or
protective pouch) and carried in carry-on baggage only.
Each spare battery must not exceed the following:
- for lithium metal or lithium alloy batteries, a lithium
content of not more than 2 grams; or
- for lithium ion batteries, a watt-hour rating of not
more than 100 Wh.
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Consumer Articles Carry-on
baggage
Checked
(hold)
baggage
On one’s
person
Operator
approval
required
Consumer electronic devices containing lithium ion
batteries exceeding a watt-hour rating of 100 Wh but not
exceeding 160 Wh in equipment may be carried in either
checked or carry-on baggage.
Spare lithium ion batteries exceeding a watt-hour rating
of 100 Wh but not exceeding 160 Wh may be carried in
carry-on baggage. Each lithium ion cell or battery must be
individually protected so as to prevent short circuits (by
placement in original retail packaging or by otherwise
insulating terminals, e.g. by taping over exposed terminals
or placing each battery in a separate plastic bag or
protective pouch). No more than two individually
protected spare batteries per person may be carried.
Portable electronic devices powered by fuel cell systems,
and up to two spare fuel cartridges (cameras, mobile
phones, laptop computers, camcorders, etc). Fuel cell
cartridges may only contain flammable liquids, corrosive
substances, liquefied flammable gas, water reactive
substances or hydrogen in metal hydride. Fuel cell
cartridges must not be refillable by the user. Refuelling of
fuel cell systems is not permitted except that the
installation of a spare cartridge is allowed. Fuel cell cartridges which are used to refill fuel cell systems but which are not designed or intended to remain installed (fuel cell refills) are not permitted to be carried.
Note: SPECIFIC TECHNICAL SPECIFICATIONS APPLY – SEE BELOW.
Self-inflating life-jacket fitted with no more than 2 small
cylinders containing a non-toxic, non-flammable gas, and
no more than 2 spare cylinders.
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Consumer Articles Carry-on
baggage
Checked
(hold)
baggage
On one’s
person
Operator
approval
required
Avalanche rescue backpack equipped with a pyrotechnic
trigger mechanism containing not more than 200 mg net
of Division 1.4S and a cylinder of compressed non-toxic,
non-flammable gas not exceeding 250 ml. One per person
permitted.
Note: The backpack must be packed in such a manner that it cannot be accidentally activated. The airbags within the backpack must be fitted with pressure relief valves.
Dry ice in quantities not exceeding 2.5 kg per person,
when used to pack perishables that are not dangerous
goods, provided the package permits the release of carbon
dioxide gas. When carried in checked baggage, each
package must be marked ‘DRY ICE’ or ‘CARBON DIOXIDE,
SOLID’ and with the net weight of dry ice or an indication
that the net weight is 2.5 kg or less.
Mercurial barometer or mercurial thermometer carried
by a representative of a government weather bureau or
similar official agency. The barometer or thermometer
must be packed in a strong outer packaging, having a
sealed inner liner or a bag of strong leak-proof and
puncture-resistant material impervious to mercury, which
will prevent the escape of mercury from the package
irrespective of its position.
Battery-powered equipment capable of generating
extreme heat, which could cause a fire if activated (e.g.
underwater high intensity lamps) providing that the heat-
producing component or the battery is packed separately
so as to prevent activation during transport. Any battery
which has been removed must be protected against short
circuit.
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Consumer Articles Carry-on
baggage
Checked
(hold)
baggage
On one’s
person
Operator
approval
required
Instruments containing radioactive material not
exceeding the activity limits specified in Table 2-12 of the
IATA Dangerous Goods Regulations (i.e. chemical agent
monitor (CAM) and/or rapid alarm and identification
device monitor (RAID-M)), securely packed and without
lithium batteries, when carried by staff members of the
Organization for the Prohibition of Chemical Weapons
(OPCW) on official travel.
Additional Technical Specifications:
FUEL CELL CARTRIDGES – TECHNICAL SPECIFICATION
Fuel cells must meet the following specification:
1) fuel cell cartridges may only contain flammable liquids, corrosive substances, liquefied
flammable gas, water reactive substances or hydrogen in metal hydride;
2) fuel cell cartridges must not be refillable by the user. Refuelling of fuel cell systems is
not permitted except that the installation of a spare cartridge is allowed. Fuel cell
cartridges which are used to refill fuel cell systems but which are not designed or
intended to remain installed (fuel cell refills) are not permitted to be carried;
3) the maximum quantity of fuel in any fuel cell cartridge must not exceed:
a) for liquids 200 mL;
b) for solids 200 grams;
c) for liquefied gases, 120 mL for non-metallic fuel cell cartridges or 200 mL for
metal fuel cell cartridges; and
d) for hydrogen in metal hydride, the fuel cell cartridges must have a water
capacity of 120 mL or less;
4) each fuel cell system and each fuel cell cartridge must conform to IEC PAS 62282-6-1
Ed. 1, and must be marked with a manufacturer’s certification that it conforms to the
specification. In addition, each fuel cell cartridge must be marked with the maximum
quantity and type of fuel in the cartridge;
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5) fuel cell cartridges containing hydrogen in metal hydride must comply with the
requirements in Special Provision A162;
6) no more than two spare fuel cell cartridges may be carried by a passenger;
7) fuel cell systems containing fuel and fuel cell cartridges including spare cartridges are
permitted in carry-on baggage only;
8) interaction between fuel cells and integrated batteries in a device must conform to IEC
PAS 62282-6-1 Ed. 1. Fuel cell systems whose sole function is to charge a battery in the
device are not permitted;
9) fuel cell systems must be of a type that will not charge batteries when the portable
electronic device is not in use and must be durably marked by the manufacturer:
“APPROVED FOR CARRIAGE IN AIRCRAFT CABIN ONLY” to so indicate; and
10) in addition to the languages which may be required by the State of Origin for the
markings specified above, English should be used.
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6 Baggage
6.1 Baggage Allowance
An allowance of up to 20kg per person is normally allowable unless otherwise advised.
Should payload allow then baggage in excess of this weight will be allowed for carriage.
Excess baggage charges are not applicable on closed charter flights but may be applied on IT
charter and only when advised by Titan Airways.
6.2 Checked Baggage
All baggage being offered for check-in shall be labelled with a tag showing the following
information as a minimum
Passenger name
Destination
Date
Flight Number
Unique identifier
A baggage receipt will be given to the passenger or may be held by a tour leader when one is
travelling.
Baggage shall be tracked to ensure accounting and authorising of baggage from check-in to
aircraft. Verification is required that all bags checked in are loaded onto the aircraft and
guarantee that no incorrect bags have been loaded. This can be achieved by automatic or
manual (‘bingo card’) systems.
Unless otherwise advised Titan Airways will use notional baggage weights (listed under
Weight and balance in this manual). When requested, agents shall weigh baggage and
provide this information to the Captain as part of the load advice process.
6.3 Hand baggage
Cabin baggage should be identified by check in agents so as to ensure that it is not of
excessive size. All aircraft operated by Titan Airways have limited cabin baggage
space and care is required when checking in passengers.
Holiday Charter Flights
One piece of cabin baggage is allowed not exceeding the following dimensions:
56cm x 45cm x 25cm (22in x 18in x 10in), including the handle, pockets and wheels.
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Maximum weight for the above shall be 6kg
In addition to the above the passenger may take the a ladies handbag or a small
briefcase/laptop case
Ad-Hoc Charter
For private charter operations the above restrictions may be relaxed when advised by Titan
Airways.
The following should be used as a guide (though not as a guarantee) as to flexibility
in cabin baggage allowances
BAe146 B757 / B737 / 767
Special Requirements (All cases)
Up to 40 passengers Up to two pieces per passenger may carried
Up to two pieces per passenger may carried
40 to 50 passengers One piece per person Up to two pieces per passenger may carried
50 to 60 passengers One piece per person Up to two pieces per passenger may carried
60 to 100 passengers
Limited to one bag or briefcase
Limited to one bag or briefcase (B737) Two pieces (757)
Over 100 passengers
Limited to one bag or briefcase
National limitations may be more restrictive than the above and at such locations the
national regulation shall take precedence
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7. Security
Security measures should always meet the national standards of the departure country and
maybe extended by additional resources dependent on the operation. Details of the
Security Policies of Titan Airways are contained within the Security Manual.
The following information is designed for issues likely to be faced by a handling agent.
7.1 Refusal of Passengers (Drunk/Abusive)
Titan Airways will refuse carriage of any passenger under the following circumstances: -
Those passengers who are apparently under the influence of alcohol or drugs
Those passengers whose transportation presents a danger to themselves and/or other passengers.
Those passengers who are abusive to handling agent staff, security staff / crew
Those who fail to observe the instructions given by the carrier or their agents in relation to air transport safety.
Any passengers falling into the above categories who present themselves at check-in
should be notified to the Titan Operations or the Commander who will advise on
further action if necessary.
Where handling staff have reason to suspect passenger/s suitability for travel on
security/safety grounds then under no circumstances should the passenger be
allowed to board and the local police should be called for further assessment of the
passenger/s. Captain of the aircraft must be informed of this situation.
Handing staff MUST brief crew on any passenger/s who exhibit unusual behaviour
and characteristics but are accepted for carriage.
7.2 Prohibited Articles
Suitable notices should be clearly available at check-in and gate desks showing
prohibited articles and dangerous goods that are not permitted to be carried.
Where weapons (other than firearms) are found to be in the possession of
passengers on a Titan airways aircraft they must be removed.
All restricted articles should be placed in a sealed container and placed in the
forward hold after advising the Captain of the article. Destination agent shall be
advised of the article by SITA and it should be collected from the aircraft on arrival.
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The article must only be returned to the passenger by the handling agent at
destination once inside the landside area of the terminal.
Where a weapon is not declared and is removed from a passenger a report shall be
made to Titan Airways within 24 hours of any such incident.
Any carriage of Munitions of War must be referred to the Titan Airways Dangerous
Goods Manager unless previously advised to the agent.
7.3 Sporting Weapons
Passenger may be permitted to carry sporting weapons in accordance with local
regulations. For carriage the item must be inspected and confirmed as unloaded (this
may be confirmed by local Police in some countries). Cartridges associated with the
weapons fall under the accepted Dangerous Goods items and may be carried in
accordance with the table above.
All such items may only be carried as checked baggage.
7.4 Close Protection Officers
On occasions VIP passengers travelling on Titan Airways charters may be accompanied by an
armed protection officer. Carriage of a firearm such an officer from UK Police forces is
permitted provided he is in possession of a CAA Exemption. For foreign protection officers a
procedure will be advised by Titan Airways to allow the VIP to be protected to the maximum
level but the officer will not be allowed to retain the firearm on his person in the aircraft.
Contact Dangerous Goods contact in Titan Airways in the event more information is
required.
7.5 Passenger, Cabin and Hold baggage screening
All persons and baggage presented for check-in shall be screened by security personnel prior
to boarding/ loading onto a Titan Airways aircraft. Once screened hold baggage must be
protected against unauthorised interference until such times as it is to be loaded.
7.6 Persons Exempt from Screening
Many countries allow Royalty / Senior Political figures to be exempt from screening. Where
Titan is aware of such a person travelling this will be notified in advance. In the event of
such a passenger presenting for carriage without notification please contact Titan Airways
operations with information of the passenger without delay.
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8. Boarding
8.1 Boarding Area preparation
Prior to the boarding process commencing the following should be check (as applicable):
• Check correct flight information is displayed at gate
• Ensure Dangerous Goods notices are displayed at the boarding gate
• If walking on apron, check route to aircraft is safe and clearly marked
• For jet-bridge boarding secure and mark route to aircraft
• Obtain clearance for boarding from crew
8.2 Boarding Process
The boarding process should be completed as follows (as applicable):
• PA calling passengers for boarding (if PRM’s etc then call first)
• Verify each passenger’s identity
• Check name on boarding card against identity document
• Visual check of ID document photo against person presenting for travel
• Retain boarding card stub or scan through DCS as appropriate
• Apply cabin baggage policy as required (outsize items should be tagged and hold
loaded / adjusted weight calculations should be advised to crew)
• Check passenger numbers boarded against DCS or boarding cards/manifest
• Confirm passenger number with crew (provide Passenger Information List (PIL) as
available)
• Send post flight messages as required
CAUTION Any passenger discrepancies MUST be resolved prior to closing the aircraft door.
Every attempt should be made to locate any missing passengers. For scheduled / IT charter
flights missing passengers should
8.3 Additional Gate Security
Some countries (e.g. USA) require additional screening at gate for certain flights. Where
such a requirement exists, this will be advised to the agent by Titan Airways. If US approved
staff are not available then Titan Airways may secure the use of suitable trained. Agents
should assist such security staff in gaining access to the appropriate areas in such
circumstances.
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8.4 Jump-seat rules
On occasions due to over booking / combining flights / staff passengers the cabin crew
jump-seats may be considered for use for ticketed passengers. Agents should contact the
crew to ascertain if any suitable cabin crew jump-seats are available and then obtain
approval from the Captain for their use. Such passengers when approved must be able
bodied and will be boarded last.
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9. Weight and Balance
9.1 Load Control
Passenger/Baggage Weights
For load advice purposes, standard passenger weights including hand baggage listed
below should be used.
Passenger Type Male Female All Adult
Passengers on all flights except holiday charters 88kg 70kg 84kg
Passengers on holiday charters 83kg 69kg 76kg
Children (between 2-12 years or child under 2 if
occupying a separate seat.
35kg 35kg
Infants (under 2 years of age if sharing seat with
adult)
0kg 0kg
All of the above weights are inclusive of cabin baggage. Cabin baggage allowance may NOT
be deducted.
Notional weights will be used for all other baggage unless significant outsize and abnormal
baggage is presented for carriage (e.g. sports teams). In this event actual weights should be
provided and the crew notified.
The following notional weight should be used where applicable:
One snowboard 17kg Skis 12kg Ski boots 5kg
*use of these notional values should be notified to the commander either via the flight brief / series brief or from
handling agent information.
9.2 Standard Seating / Load Plans (SSP/SLP)
SSP/SLP are available for use on all aircraft. Details are found in appendices.
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9.3 Baggage / Cargo Loading (and Unloading)
Baggage will be loaded in accordance with the Captains (or authorized crew member)
instructions. Instructions from crew members shall be recorded on either the Titan Load
Report Form (see next page & aircraft type appendices) or the handling agent’s generic form
Cargo/Mail will not be loaded in the cabin of a passenger role aircraft. Seat loading of such
material is prohibited.
Only appropriately trained persons shall be permitted to be involved in loading and
unloading process of Baggage/Cargo/Mail/Dangerous Goods.
Loading staff shall ensure that all items loaded are loaded in such a manner as to prevent
damage and inflight movement.
Prior to closure of the hold doors and securing curtains shall be affixed in place securely.
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Load Report Form
Date:
Registration:
Flight: Route:
Payload
Passengers: Number: Norm Hol* Weight (kgs):
Male: 88kgs 83kgs
Female: 70kgs 69kgs
Children: 35kgs 35kgs
Infant: 0kgs 0kgs
Total:
*=Hol (Holiday) weights to be used for flights intended as part of a Holiday Package, including Ski Flights.
Bags (pcs/wt): Cargo
(pcs/wt): Weight (kgs): Actual: DG:
Yes / No Yes / No
Total Payload (kgs):
Distribution
Passengers: Bay A: Bay B: Bay C:
Baggage: Hold 1 Hold 2 Hold 3 Hold 4 Hold 5
Signed:
Form 9-1
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9.4 Loadsheet
Manual load sheet will be prepared by Captain at all times. DCS data although available
will only be accepted for load information/advice purposes.
BAe146 EDP data available on CODECO for seat allocation & planning
Manual W&B completion by Crew
B737 EDP data available on CODECO for seat allocation & planning
Manual W&B completion by Crew
B757 Manual ONLY
AHM560 not available at present
B767
Manual
AHM560 not available at present
9.5 Loadsheet Copy
One copy of the loadsheet shall be retained by the handling agent for not less than three
days following the flight.
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10. Ramp Operations
10.1 Ramp Safety in Aircraft Handling
Ramp safety rules and procedures promote safe ground handling. The minimum safety rules
and procedures defined in this section should always be applied and understood by
personnel working on the ramp.
Aircraft damage can endanger passengers, staff and aircraft. Even a slight scratch on an
aircraft may result in a serious accident.
If you see or cause any aircraft damage, you MUST report it
10.2 Ground Personnel Safety Precautions
The following basis standards of safety are expected to be employed by agents:
Proper training of personnel in correct operating procedures and safe work practices
Enforcement of safety rules, procedures and requirements
Exercising extreme care when operating ground support equipment in the vicinity of an aircraft
Only adequately trained & authorized personnel are permitted to operate equipment.
Equipment is maintained and checked on a regularly scheduled basis
Portable electronic equipment shall not be operated whilst operating GSE
Equipment should never cross the path of taxiing aircraft or embarking / disembarking passengers.
Equipment should be driven no faster than walking speed when in the vicinity of aircraft.
Safety shoes or boots should be worn to prevent foot injuries.
Personnel working in noise-intensity areas should wear approved hearing protection.
Clothing/Reflective jackets appropriate to the weather conditions should be made available to personnel
Personnel shall not walk or stand on a moving conveyorbelt.
Personnel shall keep clear of aircraft engine intake/exhaust areas
Ground support equipment should be moved away from the aircraft vicinity and secured.
Vehicles MUST NOT be parked under the aircraft wing-trip fuel vents.
The ground area beneath exit doors should be kept clear of any obstructions.
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10.3 Danger Areas
There is a particular danger of blast damage or injury from the aircraft engine’s exhaust or intake. The risk is increased when an aircraft stops and then applies power to ‘break away’ to continue manoeuvring. Vehicles and personnel must remain clear of aircraft danger areas when aircraft engines are running and the anti-collision lights are on. In order to prevent accidents and incidents personnel and/or should never be positioned in the following critical areas during aircraft departure or arrival.
• Engine Intake Area • Engine Blast Area
DANGER Ground personnel and/or loose equipment must stay clear of intake and blast areas
Note : See aircraft sections for information of intake/blast area distances
10.4 Equipment Restraint Area & Equipment Restraint Line
The equipment restraint area (ERA) is defined as the area of the bordered by a red line known as the equipment restraint line – or as otherwise indicated – in which the aircraft is parked during ground operations. The ERA must be free of obstructions and Foreign Object Debris (FOD) before and during aircraft arrival and departure.
10.5 FOD – Foreign object Debris
Foreign Object Debris (FOD) is a general term which applies to all loose objects which are a hazard to the safety of an aircraft and which, therefore must not be left in any area where they would constitute a hazard. Examples of FOD – Plastic and paper, sheets, rags, metal nuts and bolts, cans, tools, equipment, stones, pebbles, wood, luggage parts etc...
CAUTION All personnel are responsible for identifying and removing FOD
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10.6 Aircraft Arrival
10.6.1 Preparation
Prior to the arrival of an aircraft the stand or parking area should be prepared. This should include the following actions:
Stand to be clear of equipment , obstructions and FOD
Parking position is clear of snow/ice
Sufficient manoeuvring area is available
Ground support equipment (GSE) serviceable and secure
GSE to be located behind any Equipment restraint line or marked restriction line
Guidance systems to be activated OR marshaller (and wingman) available
Staff in position to operate steps or jet-bridge as appropriate
10.6.2 Taxi and parking
The handling agent should ensure that the aircraft is guided onto a parking stand by the safest means. Guidance may be by approved airport stand guidance systems or by use of a trained / approved marshaller (with wingmen as appropriate). Where stand guidance systems are used the agent shall be responsible for the operation of the system or for ensuring the appropriate authorities activate it prior to arrival. A marshaller provides guidance but the responsibility for the safety of the aircraft remains with the Commander.
10.6.3 Marshalling (Equipment / Definitions)
Aircraft being manually directed into parking positions are to be guided by the following: Marshaller – A qualified person to be located on the parking position slightly to the left of
centreline to guide the aircraft to the parking position. Wingman – One or more qualified persons to be located at the wingtip/s to provide
obstacle clearance information to the marshaller. The wingman must be in visual contact with the marshaller at all times.
During hours of daylight bats should be used and illuminated wands used during the hours of darkness or during poor visibility. All marshalling shall be completed using ICAO standard signals. (Information can be located at http://www.skybrary.aero/bookshelf/books/291.pdf Upon completion of the parking process, hand signals only shall be used by ground personnel to indicate that "chocks are in position" and "shut down engines". Parking brakes
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shall not be released until all engines have been shut down and until the cockpit personnel have ascertained that chocks have been inserted and that the aeroplane is not moving.
Note 1: Company aeroplanes may be taxied on the movement area of an aerodrome only by a person
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 instructions, and all applicable procedures.
Titan Airways aircraft are prohibited from self manoeuvring onto nose in stands at
anytime
10.6.4 Parking and Wind conditions
When aircraft are parked in strong wind conditions consideration should be made where
possible for the parking position to be into wind or as requested by the aircraft commander.
Chocks should be placed both forward and aft of main wheels.
10.7 Post Parking Actions & Accessing aircraft
Handling staff should only approach the aircraft once the anti-collision beacon has been turned OFF
The aircraft should be chocked as appropriate for the conditions.
DANGER When placing wheel chocks: Stand well clear of the path of the tyres in case of aircraft movement Approach main gear from front or rear to avoid blowout danger
Cones, where available, should be positioned at each wingtip and aft of the tail section of the aircraft. If Passenger Inline Guidance Systems (PIGS) are available then these should be used to prevent passengers and personnel from walking beneath the aircraft or in the vicinity of the engine. When not available, suitable guidance by handling agent personnel should be put in place.
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10.7.1 Accessing passenger doors
Either suitable height steps or an air-bridge should be positioned without delay for passenger deplaning.
Once steps are in position any securing struts/stabilizers should be put in place or the equipment chocked. When the steps have been secured one person should proceed to the top of the steps and knock on the main passenger door to indicate it is safe to open. Once the door has been opened, fix the sides rails/panels into position and lock.
For jet-bridge operation the unit must be properly positioned and secured before indication is given to the crew to open the door.
DANGER Passenger doors shall only be open when suitable boarding equipment is in place. There is a risk of falling when opening and closing cabin doors. Slide deployments can be fatal. If and armed door begins to open DO NOT attempt to hold the door as you risk serious injury or death
Only Titan crew should open and close passenger and service doors
10.7.2 Aircraft Servicing
Other equipment required for the servicing of the aircraft should approach the aircraft with caution and in a manner not to impede the dis-embarkation and unloading process. Vehicles should be positioned in accordance with the ground servicing equipment diagrams in the individual aircraft appendices to this manual.
Care must be taken when operating such items as belt loaders to ensure they are position in a manger that will avoid contact with the aircraft when the aircraft rises/or falls during unloading/loading. When opening and closing hold doors exercise caution to ensure the door does not impact and ground support equipment. Ensure at the completion of baggage and cargo loading, any hold nets are properly secure prior to door closing.
(See also sections on fuelling, catering and de-icing)
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10.8 Parking – Security
10.8.1 Security
Whilst Titan Airways are unattended during turn-rounds the aircraft must protected from
unauthorised access by steps and jettys being moved away from the aircraft. In addition to
the above measure crew may security seal doors and hatches on nightstops. Agents should
not break seals unless authorised by Titan Operations or the aircraft commander.
If any unauthorised person(s) are believed to have accessed the aircraft or found in the
immediate vicinity of the aircraft, Titan Operations and the Commander must be informed
prior to departure as to assess the level of security check to be employed prior to departure.
10.8.2 Night Stops
If the aircraft is parked for a night stop or otherwise left unattended, all doors shall be
locked, sealed or alarmed, jetty disconnected and/or stairs removed. If unauthorised access
has been established, this must be reported to operations and the aircraft must be screened
prior to departure. The Commander is responsible for the sealing of the aircraft.
10.9 Departure (see also Loading & Weight and Balance sections)
On completion of loading of passengers the agent shall confirm with the crew that they are
ready to close doors and depart. The side guards on steps shall be removed and the
passenger door then closed. Once this is completed any struts/stabilizers or chocks should
be removed and the equipment removed (under direction of a banksman if required)
For jet-bridge operation the jetty shall not be removed until the aircraft passenger door is
shut.
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10.9.1 Engine Start
A qualified person should complete a final examination of the aircraft before engine start to
confirm:
Surface condition of the apron is adequate to conduct operations
Apron is clear of items that might cause FOD
Aircraft servicing doors are all closed and secure
Power cables and jet-bridge/steps removed
Cones/PIGS removed and secured.
Equipment and vehicles positioned clear of aircraft movement path
Adequate clearance from obstructions for aircraft movement path
No damage to the airframe (if damage seen it MUST be reported to crew
immediately)
Chocks removed
Headset communication should be established with the Flight Deck crew prior to engine
start or pushback procedures. Crew will call for ground checks which will encompass the
minimum of the following actions:
• Exterior inspection (as above) completed
• Ramp area free of FOD
• All GSE disconnected from the aircraft
• Chocks and pins removed
• Towing tug/tractor connected (if required)
Once cleared by ATC the crew will advise the headset operator to commence the push/tow
prior to engine start.
On complete of the push/start manoeuvre the crew will advise on disconnect and the side of
the aircraft where the headset operate should exit to provide a visual signal that all areas of
the aircraft are clear.
In the event of headsets either unserviceable or not available ICAO recognised hand signals
should be used.
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10.10 Incident Management and Reporting
Any incident involving GSE or personnel that causes damage to an aircraft must be reported
immediately to the aircraft Captain and also Titan operations.
A reportable incident also includes the following:
• Act of aggression (e.g. BOMB THREAT or HIJACKING) • Injury to an employee involving a Titan Airways aircraft • Breach of security procedures • Damage to aircraft • Undeclared dangerous goods are discovered • Potential hazard to passengers and/or ground crew • A flight is despatched insecure not meeting baggage reconciliation requirements • An event where standards have been compromised • An environmental incident (e.g. fuel spill)
Handling agents should have local contingency procedures for dealing with incidents that
affect the operation and level of service provided. Guidance on key events is shown below:
Follow up action by the agent should include:
• Withdrawing staff member/s from duty
• Interviewing all staff members allocated to the flight
• Photographs of damage and area of incident
• Initial written report from Supervisor level to Titan within 4 hours of incident
• Full report from management level to Titan within 7 days of incident
Some incidents (aircraft damage / dangerous goods) will require the state of occurrence to
be notified and a report provided to them. Agents should make arrangements for this
notification to take place when required/requested.
Incident reports shall be kept for a minimum period of 12 (twelve) months from the date of
the incident.
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Form 10-1 Sample Incident Report Form
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Form 10-1 Sample incident report form / cont’d
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11. Fuelling
11.1 Fuel delivery
Fuel may be delivered to a Titan Airways aircraft either under contractual arrangements with
major fuel companies or under a one-off release for non-contracted locations. All fuel shall
be supplied free from contamination in accordance with the standards of the IATA Fuel
Quality Pool. Where a formal contract is not in place the supplier giving an ‘open release’
for the supply of fuel will offer this on the basis of the supply being in accordance with the
IATA standard contract for fuel delivery.
Only persons trained and tested in the delivery of fuel and associated emergency procedures
shall operate refuelling process on Titan Airways aircraft.
11.2 General fuelling precautions
a) Particular care is required in advising the refuelling agency of the correct type, grade and
fuel quantity required, with special reference to the units of measurement quoted
(litres, US. gallons, pounds etc.);
b) the bowser or other fuel installation must be earthed to the aeroplane structure before
the hose is extended, and remains so earthed until refuelling is complete;
c) smoking is not permitted within 15 metres of the aeroplane while refuelling is in
progress;
d) the correct quantity of anti-freeze additive that is dispensed into the fuel where
specified by the aeroplane manufacturer;
e) the fuel bowser/installation readings at the start and finish of refuelling reflect
accurately the fuel uplift as indicated on the aeroplane fuel quantity gauges, and a gross
error check is carried out.
NOTE: When refuelling with wide cut fuels the aeroplane electrical supply should be
switched off before refuelling starts, and remain off until refuelling ceases and the hoses
have been removed.
11.2 General Refuelling operations
A crewmember or engineer will generally be available to operate or supervise the operation
of refuelling switches. Fuel companies may operate these switches on confirmation of the
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appropriate training/briefing on the manufacturer’s procedures for the aircraft type
involved.
11.2 Fuelling with passengers on-board
Subject to local regulations and requirements Titan Airways does allow fuelling to take place
with passengers on-board. This can only be carried out under the following conditions
:
(a) A flight crew member, or suitably qualified ground engineer (see note below), must
remain on the flight-deck during refuelling/defuelling. APU must be operated (or Shut
Down) as per manufacturers procedures.
NOTE: The qualified person referred to above must be capable of handling
emergency procedures concerning fire protection and fire fighting, handling
communications and initiating and directing an evacuation.
(b) Two-way communication should be established and remain available using the aircraft
inter-communications system or person-to-person between the flight deck and ground
crew supervising the refuelling operations;
(c) if required by the local national, or airport Authority, air traffic control and the
aerodrome fire services are to be advised that refuelling/defuelling will be taking place
with passengers on board;
(d) crew, staff and passengers are to be advised that refuelling/defuelling is about to take
place;
(e) Boarding bridge or steps shall be in place and secure to allows for any emergency
evacuation to a terminal prior to the commencement of refuelling operations
(f) a crew member will be stationed at the main exit door to assist in the evacuation if an
emergency should occur and other emergency doors exits will be guarded by cabin crew
members who must be prepared for an immediate emergency evacuation;
(g) if the presence of fuel vapour is detected inside the aeroplane, any fuel spill occurs or
any other hazard arises refuelling/de-fuelling must be stopped immediately; Ground
agents should be aware of any hazards and advised crew and refueller immediately.
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(h) In the event of a fuel spill the Airport Fire Services should be summoned immediately
(unless already present). Crew should be notified without delay and agents should assist
in any subsequent instructions given by the crew.
(i) no individual items of electrical equipment (including mobile telephones) may be
operated while refuelling/de-fuelling is in progress; electrical equipment shall not be
connect or disconnected whilst fuelling operations are undertaken.
(j) the position of the fuel bowser/installation relative to the aeroplane is to be such that it
will not impede the rapid exit of passengers if an emergency evacuation becomes
necessary;
(k) Suitable fire extinguishing equipment should be available (this is normally a part of the
fuel delivery vehicle equipment
(l) A bonding connection shall be made between the aircraft and the refuelling vehicle to
provide for a dissipation of electrical energy that may develop.
(m) the ground area beneath the exits intended for emergency evacuation and slide
deployment areas must be kept clear;
(n) No aeroplane is re/de-fuelled with Avgas or widecut fuel (e.g. Jet B or equivalent) or
when a mixture of these types of fuel might occur, when passengers are embarking, on
board or disembarking.
(o) Fuelling operations shall be ceased at any time lightning is determined to be a threat,
11.3 Fuelling Safety Zone
The fuel safety zone is the area immediately around the refuelling point where risk of
combustible gases is most likely.
The size of the fuelling area corresponds to the shape of the wings extended 3m radius
around the fuelling receptacles, fuel vents and around fuelling equipment. Only persons and
equipment directly involved with the fuelling process should be located within this zone.
No other service vehicles or equipment are permitted in this zone whilst refuelling
operations are undertaken.
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A prohibition of the use of portable electronic devices within the zone shall be in place
during the fuelling process. In addition no use of other sources of ignition shall be permitted
(e.g. matches / flammable equipment / flashbulbs)
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12. De-icing
De-icing operations shall be undertaken on instruction from the aircraft Commander. All de-
icing shall be completed in accordance with the guidelines published by the Association of
European Airlines (AEA) ‘Recommendations for De-icing / Anti-icing of Aircraft on the
Ground’ September. Due to the nature of the Titan Airways non-scheduled operation a
network lists is not provided in this manual. Ad-hoc requests for de-icing may not involve
the signing of formal contract but such requests shall be handled as if SGHA terms were in
force and the operations carried out in accordance with the AEA guidelines.
De-icing shall be carried out to ensure the Clean Aircraft Concept is maintained. This is
achieved by following standard operating procedures either of the supplier of the guidance
below.
Clean Aircraft Concept
The assurance that a takeoff is not attempted when ice, snow, slush or frost is present or
adhering to the
Only suitably trained staff should be employed in de-icing operations and such staff must
also be trained in completion of a post de-icing inspection of the aircraft. Training must
include areas of the airframe that should be avoided by spraying operations. To assist in this
individual aircraft charts showing such areas are in the aircraft type appendices to this
manual.
Fluids and mixes accepted for use on Titan Airways aircraft are listed in Operations Manual
Part A Section 8 / Appendix A. Crew will use these tables for the calculation of holdover
times.
Use of any fluids that deviate from the fluids approved under ISO/SAE shall be referred to
Titan Airways before use.
Fluids shall be stored and handled in accordance with the recommendations of the AEA
Guidelines.
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De-icing process should involve the following:
• Confirmation from Flight Deck crew that aircraft is in the correct configuration
for commencement of de-icing process
• Details of fluids and mixture shall be advised to the aircraft Commander in order
that holdover times may be calculated.
• De-icing should be carried out in a structured manner to ensure all
contaminated parts of the aircraft are properly and thoroughly covered. Fluid
delivery shall be in an even manner avoiding all parts of the aircraft detailed on
the de-ice diagrams in the aircraft type appendices to this manual.
• Flight crew should be receive confirmation of a ‘clean’ aircraft
• On completion of the de-icing process and prior to aircraft movement an ‘all
clear’ indication shall be given to the flight deck crew
Training records must be available for inspection by Titan Airways at any time.
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13. Servicing
Aircraft servicing equipment location diagrams and access points are shown in the
respective aircraft type Appendix.
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15. Cargo
General cargo is not normally carried on Titan Airways flights. It may be accepted by
customer airlines and presented for carriage using the procedures of the customer carrier.
Cargo flights are normally undertaken as sole charters and the guidance below relates to
such flights only.
15.1 Acceptance
All acceptance points shall display the appropriate Dangerous Goods warning signage.
Titan Airways operations and commercial staff will make arrangements between the
charterer and the agent for an agreed delivery and acceptance point.
On receipt of cargo at the acceptance point it shall be inspected by the agent for the
following:
Signs of damage or leakage
Suitability of packaging for transport
Cargo present corresponds to documentation provided / information advised
15.2 Security
Various cargo security regimes are in force in different countries of the world some allowing
the use of ‘known’ or ‘Account’ customer arrangements. It is Titan Airways policy that ALL
cargo should be screened prior to loading onto an aircraft unless other approved
arrangements are advised.
15.3 ULD / Pallet
Cargo on sole use charter generally requires building on pallets or ULD’s. Titan Airways will
ensure these are available in advance (or on the inbound aircraft) and allow for building time
within the schedule.
Pallets/ULD’s should be built up so they are evenly loaded across the floor are of the unit to
avoid deformation and associated loading difficulties.
Where pallets are used the netting and securing straps provided shall be used to ensure the
load is properly secured prior to loading.
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15.4 Loading
A nominated lead ramp person shall be responsible for the co-ordination of the loading of
cargo. Any particular procedure will be advised by Titan Airways in advance.
Loading should be completed using HiLo equipment for main deck operations. Fork lift
loading is NOT normally permitted for either main deck or belly hold operations due to the
danger of aircraft damage. Where this remains the only option, Titan Airways shall be
consulted prior to any such operation.
ULD/Pallets must be loaded in accordance with the Captain’s instructions and in a manner
that will not unbalance the aircraft at any point leading to a tail drop. This may involve a
progressive process (See B737 appendix for guidance)
15.5 Securing of cargo
Each unit must be secure to the aircraft floor structure using the ‘bear trap’ securing
mechanisms. On completion of loading each ULD/pallet, the integrity of the netting/straps
must be checked prior to loading any subsequent unit into position.
Bulk loaded hold items shall be loaded so as to ensure there is protection against movement
inflight, either by use of volume of other cargo and baggage or by securing to the floor
structure of the hold.
15.6 COMAT
COMAT is occasionally carried in limited quantity (mostly aircraft spares). Such material is
prepared by the Engineering Stores staff and loaded onto the aircraft as agreed with the
aircraft commander.
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16. Mail
Mail is carried under sole use charter arrangements with the UK Royal Mail.
All mail shall be security screened by Royal Mail prior to being loaded into ULD’s or prepared
for hold loading. This screening process shall also identify any prohibited articles or
dangerous goods which should be removed from carriage when found.
Specific turn-round plans exist for each aircraft type involved in mail operations. Details on
these are found in the appendix to this manual.
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17. Dangerous Goods - Cargo
Titan Airways carriage of Dangerous Goods requires that handling agents adhere to the
following procedures. All Dangerous Goods are handled in accordance with IATA Dangerous
Goods Regulations (current edition).
Staff must be suitably trained in IATA Dangerous Goods Regulations and training records
shall be subject to inspection/audit by Titan Airways at any time.
Dangerous Goods notices must be prominently displayed at check-in and cargo acceptance
points
Prior notification to Titan Airways is required for all shipments. Class 7 (Radioactive)is NOT
permitted to be carried as cargo except in “Excepted Quantity”. Such loads may be carried
but only when agent is advised in writing prior to the operation by Titan Airways.
17.1 Acceptance
Warning signage shall be displayed by agents at all acceptance locations.
Before dangerous goods are accepted for air transport an acceptance check must be carried
out using a dedicated check list, to ensure as far as is possible that packages, overpacks and
freight containers are not damaged or leaking, they are correctly marked and labelled and
dangerous goods transport documents have been completed correctly, according to the
Dangerous Goods Regulations. IATA Dangerous Goods Acceptance Checklist shall be used
for acceptance procedures. This checklist should be retained for not less than 3 months and
must be available for inspection by Titan Airways on request.
17.2 Loading / Unloading
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 or
leakage, as required by the Dangerous Goods Regulations. Leaking or damaged packages,
overpacks or freight containers must not be loaded onto an aeroplane. If there is evidence of
damage or leakage or contamination, the procedures set down in the Dangerous Goods
Regulations must be followed. Titan Airways must be informed without delay by SITA or fax
of any such incidents.
Dangerous goods must not be carried in the cabin of an aeroplane occupied by passengers
or on the flight deck, except as provided for in the Dangerous Goods Regulations.
Dangerous goods identified as suitable for transport only on a cargo aircraft must not be
carried on an aeroplane on which passengers are being carried. In this context ‘passenger’
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excludes a crew member, an operator’s employee, an authorised representative of an
Authority and a person with duties in respect of a particular shipment of dangerous goods or
other cargo on board.
Dangerous goods must be loaded, stowed and secured on an aeroplane as required by the
Dangerous Goods Regulations. This includes segregating packages from each other when
they contain incompatible dangerous goods, securing packages to ensure their orientation
or position does not change to the extent that they may be damaged or affect passengers
and, on a cargo aircraft, loading certain packages so they are accessible in flight.
17.3 Notice to Commander
The commander of the aeroplane on which dangerous goods are to be carried must be
informed before the flight of those dangerous goods, as provided for in the Dangerous
Goods Regulations. This information must be presented on the attached Notice to
Commander (NOTOC) form and include:
The proper shipping name and UN number (when assigned);
The class or division, any identified subsidiary risks and, for explosives, the compatibility Group;
The packing group (when assigned);
The number of packages, net quantity or gross mass per package;
Loading location; and
Confirmation there is no evidence of damaged or leaking packages.
NOTOC + copy of shippers declaration shall be given to the Commander and be separate to
accompanying cargo paperwork.
Copies of both documents shall be readily available on the ground at point of departure for
the duration of the flight. In the event that that departure station agent (including Cargo
department) is not staffed H24 then these documents must be sent by fax to Titan Ops +44
1279 680110 to ensure that they are accessible for the duration of the flight.
17.4 Undeclared Goods
In the event of an agent discovering undeclared dangerous goods prior to loading then the
goods shall not be loaded and this shall be reported to Titan Airways by SITA without delay
giving the following information:
Shipper
Consignee
Nature of Goods (UN number / proper shipping name if avail)
Action taken
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Copy of any cargo documentation must be faxed to Titan Airways +44 1279 680110
In the event of an agent discovering undeclared dangerous goods during off load the
reporting requirements detailed above shall be applied.
17.5 Incidents
Initial response to a dangerous goods incident shall be to ensure the safety of passengers
and all staff.
Any incidents involving dangerous goods either shipped on, or due to be shipped on a Titan
Airways aircraft are to be reported to Titan Airways by SITA or Fax without delay. The
following information shall be given:
Flight No.
From
To
Nature of incident
Shipper
Consignee
Nature of Goods (UN number / proper shipping name if avail)
Action taken
Copy of any cargo documentation must be faxed to Titan Airways +44 1279 680110
17.6 Signage
The required Dangerous Good signage shall be in position at all cargo acceptance points
Agents should be aware of and be alert to the presence of dangerous goods in baggage as
covered by latest edition of the IATA Dangerous Goods Regulations.
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17.7 Undeclared/Mis-declared Dangerous Goods
In the event that undeclared dangerous goods or mis-declared dangerous goods are
discovered at either; check-in, security search, cargo reception or gate, a report detailing the
following information is to be submitted to Titan Airways and to the appropriate authority of
the state of occurrence within 24 hours of the incident.
Name and address of passenger
Route
Description of goods carried
Narrative report from witnesses
17.8 Spillage or leakage of dangerous goods in holds
Should any spillage or leakage of hazardous contamination and/or dangerous goods occur,
the goods must be removed from the aircraft as soon as possible. A report shall be sent to
Titan Airways within 24 hour of any such incident.
For hazardous materials and dangerous goods (except Class 7) spillage or leakage
engineering staff involvement should be sought in the cleanup process.
In the event of Class 7 Radioactive contamination the aircraft will be removed from service
pending evaluation by appropriately qualified personnel.
17.9 Documentation
The handling agent shall retain the following dangerous goods documentation for 3 months
from flight date. This documentation shall be available for inspection by Titan Airways on
request.
Shippers Declaration
Acceptance Checklist
Notice to Commander (NOTOC)
A copy of the Notice to Commander MUST also be sent by fax to the destination airport
handling agent and/or Titan Airways on +44 1279 680110
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Form18-1 Dangerous Goods - Notice to Commander
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18 Carriage of Electric Mobility Aids
18.1 Check-in
Where an Electrical Mobility Aid is presented for carriage at check-in the handling agent will
verify if notification and approval has been received from Titan Airways. If this approval has
been given then the passenger should be checked-in as normal and then directed to the
PRM provider at the airport for preparation of the aid and further assistance.
In the event that no pre-notification has been received then the agent should contact Titan
Airways with details of the aid being presented for carriage. Titan Airways staff should
complete the normal acceptance procedure detailed above and confirm acceptance using
the Carriage of Electrical Mobility Aid form to the agent as soon as practical.
In the event that a non-notified aid cannot be carried due to lack of space of failure to supply
the required information, the passenger should be informed as soon as possible and a
record maintained of the passenger name and reasons for refusal of carriage.
Check-in Process
Pre-notified pax at check-in
Check mobility aid same as notified (if no take details of mobility aid make/model and refer to Titan Airways for assessment and approval for carriage)
Attach Mobility Aid Tag
Direct pax to PRM service provider Non-notified passenger
Take details of mobility aid make/model and refer to Titan Airways for assessment and approval for carriage
If carriage approved;
Attach Mobility Aid Tag
Direct pax to PRM service provider
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18.2 Preparation for Carriage
Preparation for Carriage Guidance
DISCONNECTION OF THE POWER CABLES TO A BATTERY (except where a removable battery is fitted)
IS GENERALLY NOT REQUIRED AND WHEN
NOT COMPLETED CORRECTLY INCREASES CHANCE OF FIRE
Prior to loading an electric mobility aid, the loading supervisor must check that inadvertent operation
of the device has been prevented. This can be achieved by placing the device into drive mode (i.e. not
freewheel mode), seeing if the mobility aid will power up and whether use of the joystick results in
the mobility aid moving. A check should also be made that batteries are securely attached to the
mobility aid and battery terminals are protected from short circuit. If it is evident that the mobility
aid has not been made safe, consult the passenger for advice on how to inhibit circuits or refer the
matter to staff tasked by the airport with making devices safe for carriage (if this company is known).
Ultimately, if the device cannot be made safe, advise the passenger that the device cannot be
carried.
Wheelchairs/Mobility Aids with Non-spillable Wet Batteries or with Batteries which Comply with IATA DGR Special Provision A123 (a) non-spillable batteries must comply with IATA DGR Special Provision A67 or the vibration and pressure
differential tests of Packing Instruction 872; (b) it must be verified by Titan Airways or its appointed agent that:
battery terminals are protected from short circuits, e.g. by being enclosed within a battery container;
the battery is securely attached to the wheelchair or mobility aid;
electrical circuits have been isolated by removal of key, separation of power cable connectors, insertion of Airsafe™ plug etc. (guidance from user may be required)
(c) the wheelchair/mobility aid must be carried such that it is protected from being damaged by the
movement of baggage, mail, stores or cargo;
Where a battery-powered or other similar mobility aid is specifically designed to allow its battery(ies) to be
removed by the user (e.g. collapsible):
the battery(ies) must be removed. The wheelchair / mobility aid may then be carried as checked baggage without restriction;
the removed battery(ies) must be carried in strong, rigid packagings which must be carried in the cargo compartment;
the battery(ies) must be protected from short circuit; and
the pilot-in-command must be informed of the location of the packed battery.
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Wheelchairs/Mobility Aids with Spillable Batteries
DISCONNECTION OF THE POWER CABLES TO A BATTERY (except where a removable battery is fitted)
IS GENERALLY NOT REQUIRED AND WHEN
NOT COMPLETED CORRECTLY INCREASES CHANCE OF FIRE
Prior to loading an electric mobility aid, the loading supervisor must check that inadvertent operation
of the device has been prevented. This can be achieved by placing the device into drive mode (i.e. not
freewheel mode), seeing if the mobility aid will power up and whether use of the joystick results in
the mobility aid moving. A check should also be made that batteries are securely attached to the
mobility aid and battery terminals are protected from short circuit. If it is evident that the mobility
aid has not been made safe, consult the passenger for advice on how to inhibit circuits or refer the
matter to staff tasked by the airport with making devices safe for carriage (if this company is known).
Ultimately, if the device cannot be made safe, advise the passenger that the device cannot be
carried.
Battery-powered wheelchairs or other similar mobility aids for use by passengers whose mobility is restricted by either a disability, their health or age, or a temporary mobility problem (e.g. broken leg), with spillable batteries: (a) provided that the wheelchair or mobility aid can be loaded, stowed, secured and unloaded always in an
upright position then the battery may remain installed in the wheelchair. It must be verified that:
the battery terminals are protected from short circuits, e.g. by being enclosed within a battery container;
the battery is securely attached to the wheelchair or mobility aid;
electrical circuits have been isolated by removal of key, separation of power cable connectors, insertion of Airsafe™ plug etc. (guidance from user may be required)
wheelchairs or other battery-powered mobility aids must be carried in a manner such that they are protected from being damaged by the movement of baggage, mail or cargo.
(b) if the wheelchair or mobility aid cannot be loaded, stowed, secured and unloaded always in an upright
position, the battery must be removed. The wheelchair or mobility aid may then be carried as checked baggage without restriction;
(c) the removed battery must be carried in strong, rigid packagings as follows:
packagings must be leak-tight, impervious to battery fluid and be protected against upset by securing to pallets or by securing them in cargo compartments using appropriate means of securement (other than by bracing with freight or baggage) such as by use of restraining straps, brackets or holders;
batteries must be protected against short circuits, secured upright in these packagings and surrounded by compatible absorbent material sufficient to absorb their total liquid contents; and
these packagings must be marked “BATTERY, WET, WITH WHEELCHAIR” or “BATTERY, WET, WITH MOBILITY AID” and be labelled with the “Corrosive” label (see Figure 7.3.U) and with the “Package Orientation” label (see IATA DGR Figures 7.4.E and 7.4.F).
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The pilot-in-command must be informed of the location AND weight of a wheelchair or mobility aid with an installed battery or the location of a packed battery. Batteries which are spillable should be fitted with spill-resistant vent caps when feasible (see IATA DGR 9.3.16.4 and Figure 9.3.H).
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Wheelchairs/Mobility Aids with Lithium Batteries
DISCONNECTION OF THE POWER CABLES TO A BATTERY (except where a removable battery is fitted)
IS GENERALLY NOT REQUIRED AND WHEN
NOT COMPLETED CORRECTLY INCREASES CHANCE OF FIRE
Prior to loading an electric mobility aid, the loading supervisor must check that inadvertent operation
of the device has been prevented. This can be achieved by placing the device into drive mode (i.e. not
freewheel mode), seeing if the mobility aid will power up and whether use of the joystick results in
the mobility aid moving. A check should also be made that batteries are securely attached to the
mobility aid and battery terminals are protected from short circuit. If it is evident that the mobility
aid has not been made safe, consult the passenger for advice on how to inhibit circuits or refer the
matter to staff tasked by the airport with making devices safe for carriage (if this company is known).
Ultimately, if the device cannot be made safe, advise the passenger that the device cannot be
carried.
Lithium-ion battery powered wheelchairs or other similar mobility aids for use by passengers whose mobility is restricted by either a disability, their health or age, or a temporary mobility problem (e.g. broken leg), subject to the following conditions: (a) the batteries must be of a type which meets the requirements of each test in the UN Manual of Tests and
Criteria, Part III, subsection 38.3; (b) It must be verified by Titan Airways or its appointed agent that:
the battery terminals are protected from short circuits, e.g. by being enclosed within a battery container;
the battery is securely attached to the wheelchair or mobility aid. (see IATA DGR 9.3.16.4 and Figure 9.3.H);
electrical circuits have been isolated by removal of key, separation of power cable connectors, insertion of Airsafe™ plug etc. (guidance from user may be required).
(c) the mobility aids must be carried in a manner such that they are protected from being damaged by the
movement of baggage, mail or other cargo;
Where a battery-powered or other similar mobility aid is specifically designed to allow its battery(ies) to be
removed by the user (e.g. collapsible):
the battery(ies) must be removed. The wheelchair / mobility aid may then be carried as checked baggage without restriction;
the battery(ies) must be protected from short circuit by insulating the terminals (e.g. by taping over exposed terminals);
the removed battery(ies) must be protected from damage (e.g.) by placing each battery in a protective pouch. The battery(ies) must be carried in the passenger cabin;
removal of the battery from the device must be performed by following the instructions of the manufacturer or device owner;
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the battery must not exceed 300 Wh;
a maximum of one spare battery not exceeding 300 Wh or two spares each not exceeding 160 Wh may be carried.
(e) The pilot-in-command must be informed of the location AND WEIGHT of the mobility aid with an installed
battery or the location of the lithium battery when removed and carried in the cabin;
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Aircraft Loading
DISCONNECTION OF THE POWER CABLES TO A BATTERY (except where a removable battery is fitted)
IS GENERALLY NOT REQUIRED AND WHEN
NOT COMPLETED CORRECTLY INCREASES CHANCE OF FIRE
Prior to loading an electric mobility aid, the loading supervisor must check that inadvertent operation
of the device has been prevented. This can be achieved by placing the device into drive mode (i.e. not
freewheel mode), seeing if the mobility aid will power up and whether use of the joystick results in
the mobility aid moving. A check should also be made that batteries are securely attached to the
mobility aid and battery terminals are protected from short circuit If it is evident that the mobility aid
has not been made safe, consult the passenger for advice on how to inhibit circuits or refer the
matter to staff tasked by the airport with making devices safe for carriage (if this company is known).
Ultimately, if the device cannot be made safe, advise the passenger that the device cannot be
carried.
Handling agents and airport companies should use the Electric Mobility Aid tag (or similar label)
shown on next page. This provides a check procedure to cover those areas vital to the preparation
for carriage. The Electric Mobility Aid must be loaded in accordance with instructions from Titan
Airways including the requirement for spreader boards. During the loading process it is acceptable
to tilt the aid (except those powered by wet cell batteries). Once in position the aid shall be secured
to approved tie down points to ensure that vertical and lateral movement is prevented.
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Loading Procedure
On receipt of an electric mobility aid check:
Mobility Aid Label attached
Immobilisation signed as complete
Check unit is immobilised (operate control/key removed/Airsafe™ plug installed etc)
Ensure spreaders are installed if required – if spreaders are not available then the item should NOT be loaded and further instruction obtained from Titan Airways.
Load onto aircraft in accordance with instructions from Titan Airways
Load away from baggage/cargo – separate hold area or ULD (to prevent damage)
Secure to hold floor with tie down equipment
Advise crew of :
o Weight/location of mobility aid o Location of batteries removed from collapsible mobility aids
ANY OCCURENCES INCLUDING INSECURE STOWAGES, DAMAGE
OR UNCOMMANDED OPERATION ARE REPORTABLE INCIDENTS
Notification to Crew
Handling agents should ensure that a record is maintained of the Electric Mobility Aids that actually
are presented for carriage and that the data from these is properly communicated to the flight crew
for weight and balance purpose. Crew are required to be advised of the presence of Electric
Mobility Aids on-board under dangerous goods regulations.
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NON-SPILLABLE BATTERIES – TECHNICAL SPECIFICATION
Batteries can be considered as non-spillable provided that:
1) At a temperature of 55°C, the electrolyte will not flow from a ruptured or cracked case.
2) The battery contains no free or unabsorbed liquid.
3) When packaged for transport, the terminals are protected from short circuit such as by the use
of non-conductive caps that entirely cover the terminals.
4) They are capable of withstanding the vibration and pressure differential tests specified within
the IATA Dangerous Goods Regulations.
Note: Non-spillable type batteries which are an integral part of and necessary for the operation of
mechanical or electronic equipment must be securely fastened in the battery holder on the
equipment and protected in such a manner as to prevent damage and short circuits.
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19. Emergency Response
TITAN AIRWAYS EXPECTATIONS IN ANY EMERGENCY SITUATION
Whilst no employee of any airport, airline or handling agent would like to consider the worst
happening, incident and accidents can and will happen the world over and it is vital that all
staff whatever their usual role in their normal working life have a knowledge of what may be
required of them and their colleagues in an emergency situation.
19.1 Departure Handling Agent
In the event of any aircraft incident or accident involving a Titan Airways Aircraft, the
handling agent at the station of departure shall immediately secure all flight documentation
for that particular flight that they may hold. It is a legal requirement that no information is
divulged to anyone but authorized emergency services personnel and Titan Airways.
Please secure the following documentation immediately and make arrangements for it to be
passed to Titan Airways Operations or Crisis Management Centre securely as soon as
possible.-
Passenger ticket coupons and manifest as available Special load notification Cargo manifest / AWBs/ shippers declaration AV.7 mail documents Weight and balance documentation (load plan / load sheet / trim charts) Flights and weather reports Passenger names and seat allocation details
19.2 Contact Details
It is inevitable that in the event of a full scale emergency most of Titan Airways telephone
lines will become so frantic that you may be unable to contact to our staff on our usual
numbers. If this is the case please try any of the following forms of communication. Please
remember these must not under any circumstances be given to the general public
SITA: - STNTACR
EMAIL:- [email protected], [email protected]
BAA line: STN - 3249
MOBILE:- 07881 922140
OPS DIRECT LINE :- 01279 680357 / Pre ops direct lines 01279 669737 / 01279 669613
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19.3 Support Functions
Another role of the handling agent in any emergency situation, is to provide support staff
and assistance in the following areas:
19.3.1 Airport Friends and relatives reception Centre (FRRC).
The Friends and Relatives reception centre is a large area where friends and relatives are
gathered to have their details collated and passed on to the Survivors reception centre.
Once the data has been reconciled, friends and relatives will either be reunited with their
loved ones at the airport / hotel or be taken to local hospitals etc as required. This facility is
usually set up by the airport Authorities and preferably airside to protect them from media
and other outside intrusion, but if the accident is at a remote site, it may have to be
established in a nearby hotel and suitable security arranged as well. Members of Titan
Airways Special Assistance Team will be dispatched there
Items that may be required in the FRRC by your staff
Pens / Paper / Telephones / Refreshments
Seating / Toilet and wash facilities
19.3.2 Airport Survivors Reception Centre (SRC)
The Survivors reception centre is another large area where survivors and the walking
wounded will be taken for processing. Usually set up by the Airport Authorities, but may be
established in a hotel if the accident site is off airport. The aircraft crew may be taken here
briefly.
Items that may be required in the SRC and your supported by your staff.
Pens / Paper / Telephones
Refreshments / Seating / Toilet and wash facilities
Local hotel details / taxi details
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19.3.3 Providing support
Every staff member engaged in dealing with anyone involved in any kind of emergency
should be aware of the importance of:-
Always listening patiently and with empathy Perceiving actual needs of the affected person Enduring together periods of uncertainty Encouraging people to voice their own personal needs Gathering and communicating information in a clear and concise way. Never to be overwhelmingly attentive or intrusive
The handling agent is to provide a sole contact name and number to Titan Airways Crisis
Management centre so as they are able to liaise effectively and can stay abreast of the
current situation at all times.
19.4 Media attention
The handling agent is expressly forbidden to give any type of information on the emergency
situation to the Media or any other outside organizations unless authorized to do so by a
Titan Airways Director.
Staff are also advised not to:-
Hide or run away from the media Speculate about the accident and the circumstances Give any statement Give any ‘off the record information’ Describe the wreckage or accident site Inform anyone except authorised emergency services about the identities of
the passengers or staff involved.
A standard reply to any media questions would be
‘I am not authorized to give any information. Please contact ……..’
In the event of any emergency we will give you all the contact number of the persons
currently in our Crisis Management team who will be in charge.
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NOTE
A handling agent is bound by the rules laid out in IATA Standard Ground Handling Agreement
2008.
Please ensure you and all your staff are aware of their potential roles and possible responsibilities
in any emergency situation, and such procedures are exercised on and ongoing basis.
IATA Standard Ground Handling Agreement 2008
Main Agreement Article 1 Provision of Services 1.6 Emergency Assistance
It is the responsibility of the Handling Company to participate in local emergency response plan(s) in
order to provide support to the Carrier in event of an emergency including but not limited to, forced
landings, accidents or acts of violence. Carrier will contact the Handling Company to establish the
carrier’s needs in an emergency and provide the Handling Company its current emergency
procedures. In the absence of Carrier instructions , in part or whole, the Handling Company shall
follow its own emergency response plan(s)
In case of an emergency, the Handling Company shall without delay activate its local emergency
plan(s) which includes the immediate notification to the Carrier and establish open-line
communications with the Carrier. The Handling Company shall take all reasonable measures to assist
passengers, crew and family members and to safeguard and protect baggage, cargo and mail carried
in the aircraft from loss or damage in co-operation with the relevant local authorities. All
documentation and information pertaining to the emergency is the property of the Carrier and shall
be held confidential by the Handling Company, unless such documentation and information is
specifically required by applicable law or by governmental or local authorities regulations. The
Carrier shall reimburse the Handling Company for expenses and disbursements incurred in rendering
such assistance
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20 Contingency Planning
20.1 Disruption Procedures
In the event of weather or technical delays, Titan Airways operations should be contacted
for instructions as to their requirements for passenger amenities and comfort.
Meal vouchers are not to be used until authorisation is received in writing from Titan
Airways operations. Similarly, in overnight delay situations, hotac should not be arranged
without consultation with Titan Operations.
For operations involving EU countries the requirements of EC Regulation 261/2004 will
apply. Signage or information should be available at check-in points to advise passengers of
their rights under this regulation. Agents should assist Titan Airways in meeting its
obligations under these regulations as set out below.
20.2 Denied Boarding
Applicability
The following rules shall apply:
• In respect of flights departing from an airport in the EU, and flights operated by
a Community air carrier departing from an airport in a third country to an airport
in the EU (unless you received benefits or compensation and were given
assistance in that third country);
• On condition that a passengers has a confirmed reservation on the flight
concerned and presents themselves for check-in as stipulated and at the time
indicated in advance and in writing or electronically, or, if no time is indicated,
no later than 45 minutes before the published departure time;
• Only to passengers travelling at a fare available directly or indirectly to the
public, or on tickets issued under a frequent flyer programme or other
commercial programme;
• Where Titan Airways are the operating carrier of the flight.
• The denied boarding has not been a result of extraordinary circumstances
Rules for Compensation & Assistance
Denied boarding is a refusal by an airline to carry a passenger on a flight, even though the
passenger has presented him or herself for boarding under the conditions mentioned above
under the heading 'Applicability', except when there are reasonable grounds to deny
boarding, such as reasons of health, safety, security or inadequate travel documentation.
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Before we deny boarding for a flight we should call for volunteers to surrender their
reservations, in return for benefits under conditions to be agreed, and also assistance as
described in paragraph I as appropriate.
If an insufficient number of volunteers come forward, and we deny boarding to you against
the passengers will, we will immediately compensate:
a) EUR 250 for all flights of 1500 kilometres or less;
b) EUR 400 for all intra-Community flights of more than 1500 kilometres, and for all
other flights between 1500 and 3500 kilometres;
c) EUR 600 for all flights not falling under (a) or (b) of this paragraph.
When passengers are offered re-routing to your final destination on an alternative flight as
described at paragraph I. (b) or (c), and the arrival time of the re-routed flight does not
exceed the scheduled arrival time of the flight originally booked:
a) By two hours, in respect of all flights of 1500 kilometres or less; or
b) By three hours, in respect of all intra-Community flights of more than 1500
kilometres and for all other flights between 1500 and 3500 kilometres; or
c) By four hours, in respect of all flights not falling under (a) or (b) of this paragraph, we
may reduce the compensation described above by 50%.
In determining the distance, the basis shall be the last destination at which the denial of
boarding will delay arrival after the scheduled time. The distances shall be measured by the
great circle route method.
In addition, we will offer passengers the following:
1. A choice between:
Reimbursement within seven days (in cash, by electronic bank transfer, bank orders or bank
cheques or, with your signed agreement, travel vouchers and/or other services) of the full
cost of the ticket, at the price at which it was bought, for the part or parts of the journey not
made, and for the part or parts already made if the flight is no longer serving any purpose in
relation to the original travel plan, together with, when relevant, a return flight to the first
point of departure, at the earliest opportunity; or
Re-routing, under comparable transport conditions, to your final destination, at the earliest
opportunity; or
Re-routing, under comparable transport conditions, to your final destination at a later date
at your convenience, subject to availability of seats.
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2. And we will offer, free of charge:
a) Meals and refreshments in a reasonable relation to the waiting time;
b) Hotel accommodation in cases:
• Where a stay of one or more nights becomes necessary, or
• Where a stay additional to that intended by you becomes necessary;
c) Transport between the airport and place of accommodation (hotel or other); and
d) Two telephone calls, telex or fax messages or e-mails.
20.3 Delay Notice
THE FOLLOWING RULES SHALL APPLY:
• In respect of flights departing from an airport in the EU and flights operated by a
Community air carrier departing from an airport in a third country to an airport
in the EU (unless you received benefits or compensation and were given
assistance in that third country);
• On condition that the passenger has a confirmed reservation on the flight
concerned and present themselves for check-in as stipulated and at the time
indicated in advance and in writing or electronically, or, if no time is indicated,
no later than 45 minutes before the published departure time;
• Only to passengers travelling at a fare available directly or indirectly to the
public, or on tickets issued under a frequent flyer programme or other
commercial programme;
• Where Titan Airways is the operating carrier of the flight.
• The delay has not been a result of extraordinary circumstances.
Rules for Assistance
When we reasonably expect a flight to be delayed beyond its scheduled time of departure:
(a) For two hours or more in the case of flights of 1500 kilometres or less; or
(b) For three hours or more in the case or all intra-Community flights of more than 1500
kilometres and of all other flights between 1500 and 3500 kilometres; or
(c) For four hours or more in the case of all flights not falling under (a) or (b).
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WE WILL OFFER FREE OF CHARGE:
a) Meals and refreshments in a reasonable relation to the waiting time; and
b) Two telephone calls, telex or fax messages, or e-mails. When the time of departure
reasonably expected is at least the day after the time of departure previously
announced, in addition to the assistance described above, we will offer:
c) Hotel accommodation in cases: where a stay of one or more nights becomes
necessary, or where a stay additional to that intended by you becomes necessary;
and
d) Transport between the airport and place of accommodation (hotel or other).
When the delay is at least five hours and you decide not to travel on the delayed flight, in
addition to the meals and communications assistance described above, we will offer you:
reimbursement within seven days (in cash, by electronic bank transfer, bank orders or bank
cheques or, with your signed agreement, travel vouchers and/or other services) of the full
cost of your ticket, at the price at which it was bought, for the part or parts of the journey
not made, and for the part or parts already made if the flight is no longer serving any
purpose in relation to your original travel plan, together with, when relevant, a return flight
to the first point of departure, at the earliest opportunity.
We will offer you the assistance described above within the time limits set out in paragraphs
(a)-(c) with respect to each distance bracket.
The assistance described above will apply without prejudice to any rights you may have
under applicable law (including EU Directive 90/314 on package travel) to further
compensation, although any such assistance granted may be deducted from any such
further compensation.
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20.4 Lost Baggage
All AHM/OHD/DMG baggage must be notified to STNTACR and PIR completed. Trace signals
are to be sent to relevant addresses. Titan Airways are not members of World Tracer or Bag
Trax and handling agents should access these systems directly in baggage traces.
Titan Airways will be given details of the PIR and will assume responsibility after 72 hours.
Pax should be advised to contact the following company who process all claims on behalf of
Titan Airways:
G.A.B. Robins Aviation Ltd.,
Global House
Manor Court,
Manor Royal
Crawley,
West Sussex
RH10 9PY
Telephone: 0870 950 6920
Fax: 01293 464101
20.5 Contingency Guidance
In the event of incidents affecting the operation the agent should provide assistance to both
passenger and Titan Airways in resolving the situation. The issues below are provided for
guidance and no two incidents will be alike.
Aircraft Evacuation
a) Advise Titan Airways operations without delay.
b) Liaise with airport authority for set up of a reception centre to account for all
passengers
c) Follow guidance detailed in section ‘Emergency Procedures’ of this manual
Illness on-board
a) Notify health authorities as required by situation / national regulation
b) Liaise with crew in advance of arrival for the arrangement of medical service on
stand
c) Provide support for any special requirements from health authorities
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Civil Unrest
a) Agents should seek a safe place for passengers / crew and own personnel
b) Communicate situation to Titan Airways operations
Terminal Evacuation
a) Contact Titan Airways operations to liaise on plans for reinstatement of operation
(generally this will be acceptance of the required delay)
b) When possible, use PA announcements to regroup the passengers at the boarding
area
c) Liaise with Titan / Charter rep regarding any missing passengers
d) Baggage belonging to missing passengers shall be removed prior to departure.
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21. Quality
21.1 Inspection
Inspection of handling agent services may be undertaken by Titan Airways staff at any point
in time. This may involve ground staff monitoring check-in and/or ramp operations but may
also be flight deck crew monitoring services provided. For irregular and one off operations
assessment will only be by operating crew feedback.
Any findings from such inspections will be reported back in writing to the agent without
delay and timescales agreed for rectification.
21.2 Quality Audit
All agents and their activity may be subject to audit under the Titan Airways quality system.
Any such audit will be arranged in advance and the audit scope made available to the agent.
Audit scope would be defined by the auditor or audit team and will cover at least the
following areas:
Staff Training
Equipment maintenance (servicing and calibration)
Operations Manual / Local Procedures
Library
Any non-conformity will be discussed at the time of finding and will also be raised at a
closing meeting.
Rectification action will be required to be notified to the Titan Airways quality department
within an agreed timescale.
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Boeing 767-300ER
Basic Data
Manufacturer Boeing Company P.O.Box 3707,Seattle Washington 98124, USA
Fleet Aircraft G-POWD MSN30847
Passenger capacity 265Y
Crew Complement Normal 2 + 6
Engines General Electric CO CF6-80C2B7F
Range 5990nm
Speed M0.80 TAS 440kts
MTOW 186,880kg
Policies
The following policies are applicable to the operation of the Titan Airways Boeing 767-300ER aircraft:
AVI Animals may be carried with prior notification in the bulk hold (5).
DRY Max DRY is 50kg per hold (FWD/AFT)
HUM May be carried with prior notification. Human remains shall be carried in a coffin with a hermetically sealed inner contain of lead, zinc or bronze. In case of cremated remains, the casket must be
packed in a sealed outer box or case
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Dimensions
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Hold Compartments
Max Load : 20411kg (cumulative loading restrictions apply)
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Max Load : 17574kg (cumulative loading restrictions apply)
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Hold Door Sizes FWD Hold
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Hold Door Sizes AFT Hold
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Max Package Size tables FWD Hold
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Max Package Size tables AFT HOLD
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ULD Capability / Arrangement
The Boeing 767 fleet is designed to carry Unit Load Devices (ULD) and Pallets. This section gives staff information on the differing Unit Load Devices and Pallets the Boeing 767 can carry. Types of ULD Titan Airways hold stock of the following Unit Load Devices for the Boeing 767 type:-
LD-2
IATA Code: DPE / DPN
Tare Weight: 80kgs*
Number of required positions: 1
Approx bag capacity: 40 bags
LD-3
IATA Code: AKE / AKN
Tare Weight: 78kgs (AKE – Lightweight)*
135kgs (AKN – Heavyweight)*
Number of required positions: 2
Approx bag capacity: 60 bags
LD-8
IATA Code: DQF
Tare Weight: 130kgs*
Number of required positions: 2
Approx bag capacity: 80 bags
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LD-7
IATA Code: PDP / PAG
Tare Weight: 150kgs*
Number of required positions: 4
Approx bag capacity: Normally used for freight only.
Notes: Must be loaded in forward hold only. Due to the size
of the pallets specialist equipment will be required and it
should be checked to ensure the stations are capable of
providing handling.
*Assumed tare weights are listed in Ops Manual Part B, section 7.
Note the tare weights are an average assumed weight and actual weights of ULD’s vary. The approx
bag capacity is based on an assumed average and will vary by size and shape actual baggage.
Additionally other types of ULD’s and Pallets can be used, but Titan does not hold a stock of these. If
we are flying for another airline, they will possibly wish to load their own ULD’s or Pallets.
Other compatible ULD’s are:-
All Holds LD-1 / LD-2 / LD-3 / LD-4 / LD-8
Forward Hold Only P1 / LD-7 / LD-9 / LD-5 / LD-10 / LD-11 / Half Pallet / P6
Boeing 767 Holds and ULD’s
The 767 has five holds under belly holds. Holds 1 and 2 will often be known as the forward holds and
3 and 4 the rear holds.
The following chart shows the various positions:-
Door
5
43
L
42
L
41
L
34
L
33
L
32
L
31
L
24
L
23
L
22
L
22
L
14
L
13
L
12
L
11
L
Fro
nt
43
R
42
R
41
R
34
R
33
R
32
R
31
R
24
R
23
R
22
R
21
R
14
R
13
R
12
R
11
R
Door
Door
The first number of the position refers to the hold and the second number and the letter are the sub position. For example 42L means the second left position within hold 4.
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Holds 1 and 2 are accessible via the forward door, holds 3 and 4 are accessible via the rear door. Only holds 1, 2, 3 and 4 are equipped to carry ULD’s, and only holds 1 and 2 can carry Pallets. Hold 5 is a bulk hold and should be loose loaded. The door to hold 5 is on the left hand side of the aircraft; whereas the other doors are on the right. Holds 1-3 have 8 positions each and hold four has 6 positions. In total there are 30 positions and a bulk hold on the 767. The above information on ULD types details how many positions are required for each ULD type. Our pallets take up 4 positions each and must be loaded in the forward holds. LD2 are half the full hold width and two can go side by side in the 767 belly. LD3’s are three quarter width, but occupy 2 positions and LD8’s are full width and occupy two positions. When operating with TITAN ULD’s, agents MUST offload and returned to the aircraft prior to departure unless the aircraft is on a long term contract and Pre-Ops have directed this. The agent must pay close attention to ensure no ULD’s are left behind or misplaced. Hold 5 is accessible from the left hand side of the aircraft and is a bulk hold only.
Load Planning Hold Loading Instructions Captain retains ultimate authority on load distribution. See Loading Instruction form below that can be used to communicate loading instruction. Even distribution between the FWD and AFT holds is the preferred loading for high cargo/baggage loads. For lower loads where only passenger baggage is being carried it is likely that only the AFT holds will be used. Loadsheet Captain will complete manual loadsheet at all times. AHM560 material is not supplied by Titan Airways for DCS systems.
Standard Seating Plan All passenger bags/cargo (spares kit in the position 43L) is to be loaded in the aft hold with the heaviest furthest aft. There must not be a difference of more than 30 passengers between Bays A and C. Crew baggage in hold 5 has been accounted for.
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Ground Manoeuvring
The diagrams below show the effects of jet blast and exhaust hazards at idle power and breakaway power.
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Ground Manoeuvring (continued)
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Boeing 757-200
Basic Data
Manufacturer Boeing Company P.O.Box 3707,Seattle Washington 98124, USA
Fleet Aircraft G-ZAPX MSN29309 GPOWH MSN29308
Passenger capacity Various (See LOPA)
Crew Complement Normal 2 + 5
Engines Rolls Royce RB211-535E4
Range 4000nm
Speed M0.80 TAS 440kts
MTOW G-ZAPX 113,398kg G-POWH 115,666kg
Policies
The following policies are applicable to the operation of the Titan Airways Boeing 757-200 aircraft:
AVI Animals may be carried with prior notification in either FWD or AFT hold. Preference is for use of Hold 1
DRY Max DRY is 25kg per hold (FWD/AFT)
HUM May be carried with prior notification. Human remains shall be carried in a coffin with a hermetically sealed inner contain of lead, zinc or bronze. In case of cremated remains, the casket must be
packed in a sealed outer box or case
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Dimensions
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Hold Compartments
Forward Hold Capacity 699 Cu Ft Max Weight 4672kg
Aft Hold Capacity 1095 Cu Ft Max Weight 7393 kg
NOTE: Grey ‘sections’ are purely for demonstration of the balance arm positions and are not physical items within the holds
Hold 1
Hold 2
Hold 3
Hold 4
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Hold Door Sizes
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Max Package Size tables FWD Hold
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Max Package Size tables AFT HOLD
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GSE Location / Servicing Diagrams
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Load Planning Hold Loading Guideline Captain retains ultimate authority on load distribution. See Loading Instruction form below that can be used to communicate loading instruction. The following is a guide only
Forward Hold Aft Hold
1/3 by weight 2/3 by weight
Loadsheet Captain will complete manual loadsheet at all times. AHM560 material is not supplied by Titan Airways for DCS systems.
Standard Seating Plan (SSP) The SSP can be used anytime the SSP trim conditions are met. It allows the cabin and flight crew to coordinate the seating / loading to ensure correct trim without having to complete a trim sheet. During passenger boarding the No1 Cabin attendant will observe and inform the Captain of the number of passengers in bays A and C, thus ensuring the SSP conditions have been met. When completing an SSP the following distribution of passengers and baggage will result in an aircraft being within a greatly restricted C of G envelope. Passenger Distribution Bay A Bay B Bay C Note 3 No restriction Note 3 SSP1 (up to 3000 kg baggage) Baggage Distribution Hold 3 Hold 4 Fill Overflow SSP2 Baggage Distribution FWD Holds AFT Holds Less than Aft More than FWD Notes: 1. This SSP can only be employed for Actual take-Off Masses below 102,000 kg. 2. The preference is for SSP1. 3. Total number of passengers seated in bays A and C should not differ by more than 15. 4. Up to 500kg of catering/crew bags are permitted in Hold A for both SSP’s.
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Loading System
Telair Loading System (All aircraft) In order to assist loading and unloading a ‘sliding carpet’ system is installed and controlled using the control box mounted in the hold ceiling adjacent to the door. The control box is illustrated below:
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LOADING INSTRUCTIONS
1. When starting to load, the moveable bulkhead should be positioned as close to the door as possible.
2. Cargo or luggage is stacked on the carpet in front of the moveable
bulkhead. Baggage with sharp edges should be placed in the flat area of the carpet.
Note: Do not throw bags nor cargo at any time. CAUTION: DO NOT PRESS CARGO AGAINST THE CEILING/ SIDEWALL LINING DURING LOADING. IT MAY GET JAMMED, CAUSING DAMAGE TO THE AIRCRAFT OR THE LOADING SYSTEM.
3. When the first stack is loaded, the carpet is moved in the LOAD direction to
provide space for another stack to be loaded. This process is continued until loading is complete.
4. When the final stack of cargo/luggage has been loaded, the system is
moved to the end position furthest away from the door.
Note: Flashing amber lights in the control box indicate that the current control system (adaptive fuse) has engaged and the system needs to be reset. Refer to crew
UNLOADING INSTRUCTIONS
CAUTION: MAKE SURE THAT DOOR BARRIER NETS ARE REMOVED BEFORE UNLOADING ANY LUGGAGE, OTHERWISE SEVERE DAMAGE MAY OCCUR TO THE MOVEABLE BULKHEAD.
1. Start unloading the first stack of baggage.
2. Run the system in the UNLOAD direction to reach the next layer of
cargo/luggage. This process is continued until unloading is complete.
Note: Do not push any luggage beyond the end of the system. Note: Flashing amber lights in the control box indicate that the current control system (adaptive fuse) has engaged and the system needs to be reset. Refer to crew
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Ground Manoeuvring
The diagrams below show the effects of jet blast and exhaust hazards at idle power and breakaway power.
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Ground Manoeuvring (continued)
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Ground De-icing
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Boeing 737-300
Basic Data
Manufacturer Boeing Company P.O.Box 3707,Seattle Washington 98124, USA
Fleet Aircraft G-ZAPW / B737-300QC G-ZAPZ / B737-300QC G-POWC / B737-300QC G-ZAPV / B737-300 Freighter
Passenger capacity Various (See LOPA)
Crew Complement Normal 2 + 3
Engines CFM56 (Various)
Range 2500nm
Speed 430kts
MTOW 63,276kg (QC) 56,472kg (Freighter)
Policies
The following policies are applicable to the operation of the Titan Airways Boeing 737-300 aircraft:
AVI Animals may be carried with prior notification in FWD hold 1 only
DRY Max DRY is 25kg per hold (FWD/AFT)
HUM May be carried with prior notification. Human remains shall be carried in a coffin with a hermetically sealed inner contain of lead, zinc or bronze. In case of cremated remains, the casket must be
packed in a sealed outer box or case
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Dimensions
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Hold Compartments
Max Load : 2203kg
Hold 1
Hold 2
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Max Load : 3469kg
Hold 3
Hold 4
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Hold Door Sizes
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Max Package Size tables FWD Hold
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Max Package Size tables AFT HOLD
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GSE Charts
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Load Planning Hold Loading Guidance
Captain retains ultimate authority on load distribution. See Loading Instruction form below that can be used to communicate loading instruction. The following is a guide only
Forward Hold Aft Hold
1/3 by weight 2/3 by weight
Loadsheet Captain will complete manual loadsheet at all times. AHM560 material is not supplied by Titan Airways for DCS systems.
Standard Seating Plan The following standard seating plan may be used:
Standard Seating Plan 3 High Masses 45,000 kgs - 61,234 kgs Baggage mass in FWD never exceeds Baggage mass in REAR Baggage mass in REAR never more than 1200 kgs more than Baggage mass in FWD Passengers in A never more than in C Passengers in C are between 6 and 16 more than in A
Standard Seating Plan 2 Mid Masses 42,000 kgs - 53,000 kgs Baggage mass in FWD never exceeds Baggage mass in REAR Baggage mass in REAR never more than 1500 kgs more than Baggage mass in FWD Passengers in A never more than 4 more than in C Passengers in C never more than 12 more than in A
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Standard Seating Plan 1 Low Masses 34,000 kgs - 50,000 kgs Baggage mass in FWD never more than 500 kgs more than Baggage mass in REAR Baggage mass in REAR never more than 1000 kgs more than Baggage mass in FWD Passengers in A never more than 6 more than in C Passengers in C never more than 6 more than in A
61,234 53,000 kgs 50,000 kgs 45,000
42,000
SSP
3
High
3
High
SSP
2
Mid
SSP
1
Low
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Ground Manoeuvring
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Ground De-icing
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BAe146-200
Basic Data
Manufacturer British Aerospace
Fleet Aircraft G-ZAPK G-ZAPN
Passenger capacity Various (See LOPA)
Crew Complement Normal 2 + 2
Engines 4 x Lycoming ALF504-R5
Range C.1400nm
Speed 420kt
MTOW 42,184kg
Policies
The following policies are applicable to the operation of the Titan Airways BAe146 aircraft:
AVI Animals may be carried with prior notification in AFT hold only (partially heated)
DRY Max DRY is 25kg per hold (FWD/AFT)
HUM May be carried with prior notification. Human remains shall be carried in a coffin with a hermetically sealed inner contain of lead, zinc or bronze. In case of cremated remains, the casket must be
packed in a sealed outer box or case
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Dimensions
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Hold Compartments
Forward Hold Max : 1520kg Cubic Capacity :
Aft Hold Max : 1506kg Cubic Capacity :
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Hold Door Sizes
Door Width Vertical Height
In m In M
Front Door 53 1.346 30 0.762
Rear Door 36 0.914 27* 0.686*
*mean
Max Package Size tables FWD Hold
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Max Package Size tables AFT HOLD
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GSE Charts
Passenger Operation
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Cargo Operation
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Servicing Points
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Load Planning Hold Loading Guidance Due to the presence of the Freight door at the rear of this aircraft preference is to load the forward hold to max prior to utilisation of the read hold.
The Captain retains the ultimate authority on load distribution. See Loading Instruction form below that can be used to communicate loading instruction.
Standard Seating plan Passengers seated in bay C must never be more than those seated in A. Baggage loaded aft must never be more than that loaded fwd. (The preference is to load the forward hold to capacity before using the aft hold).
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Ground Manoeuvring
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Ground De-icing
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Annex RRooyyaall MMaaiill OOppeerraattiioonn
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BBAAee114466--220000QQCC//QQTT
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This document contains details of Titan Airways requirements and expectations of handling agents when providing turnrounds on the BAe146-200QC/QT aircraft whilst operating flights on behalf of the Royal Mail. These instructions are designed to ensure a safe and efficient turn round for all staff (Titan and 3rd party). Individual handling company procedures may be more restrictive and in this case such procedures should take precedence.
Taxy Aircraft should where possible be parked on a self manoeuvring stand. Marshallers where available may be used to assist in guiding the aircraft into position.
Shutdown All ground crew and equipment must be available in good time prior to the aircraft arriving on stand. One ground crew member may approach the aircraft from the front ONLY to chock nose-wheel once the aircraft has come to a standstill. All other ground crew MUST remain completely clear of the aircraft until such time as the anti-collision beacon has been turned off. Caution must always be exercised when approaching the aircraft. Vehicles must be driven at low speed and a banksman MUST be used when reversing towards the aircraft, Where the agent has been notified of an unserviceable APU then this may also be connected at this time provided the approach is ONLY from in front of the aircraft.
Chocks / Cones Chocks should be placed under the nose or main wheels where available. Where cones are available they should be place at the wingtips
Tail Strut / Sill Protector
Two ground staff members should collect the tail stand and sill protectors. These must be fitted to the aircraft prior to any unloading/loading operation. Tail Strut A tail strut is available and is stowed in the aft underfloor hold (Hold 4). This is to be in position during entire un-loading and loading process.
Arrival Procedure (Place in position prior to any unloading)
Remove strut from housing in rear hold.
Place strut under jacking adapter
Ensure release valve in secure by turning clockwise
Use manual pump to raise ‘A’ (see diag below) into jacking adapter
Secure unit by installing shear pin
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NOTE : If securing pin not re-attached after stowing sill protectors and tail strut, warning light in cockpit will not extinguish.
Sill Protectors Sill protectors are available and are stowed in the aft underfloor hold (Hold 4). These are to be used for all turnrounds. Protectors must be fitted immediately after door opening. Once all ULD’s are loaded protectors shall be removed prior to door closure and re-stowed in the hold. Despatcher shall confirm to Captain that both sill protectors and tail strut stowed prior to door closure.
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Forward Steps Passengers steps suitable for a 1.95m sill height should be placed at the forward passenger door on arrival.
GPU Aircraft will normally use APU during turnround. In the event of u/s APU the following spec GPU will be required. 115V AC 3 phase 400Hz 90Kva OR IN EMERGENCY 28V DC / 2000A
Operation of Freight Door
The freight door is controlled from the forward entry door vestibule. The flight deck crew will operate the freight door at all times.
HiLo positioning Once the freight door is opened and the sill protectors are in position, the Hi Loader should be carefully positioned at the aircraft side.
Dolly Alignment An additional dolly should be placed between the HiLo and the dollies used for transport. This will keep all vehicles clear of the wing area and expedite the loading/unloading process.
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Bear Clamp Release To Release
Press release button in centre to un-secure.
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Securing of Straps
Securing straps on ALL ULD’s MUST be secured to the floor tracking prior to being loaded onto the aircraft. FAILURE TO COMPLETE THIS ACTION CAN RESULT IN SUBSTANTIAL STRUCTURAL DAMAGE TO THE AIRCRAFT
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On-load Order of loading ULD’s must be agreed with the Captain.
For the QC aircraft only the following can be used as a guide.
Manoeuvring of ULD’s (Loading)
ULD should be loaded one at a time. Since the aircraft has a roller floor the ULD should move easily within the cabin area. If additional effort is required to move a particular ULD then the loading process should be STOPPED. Check for any obstructions at both floor and locker levels before proceeding. Check appropriate bear clamps and all guide rails are in the UP position.
Each ULD must be secured in place by use of the floor mounted ‘bear’ clamps. It is essential that before the next ULD is moved forward, the first unit is secured.
To Secure Pull up in rear of clamp When loading the last ULD there may be some difficulty in manoeuvring this onto the aircraft. This process may be made easier by raising the ULD platform level slightly above the sill height of the aircraft.
Removal of Tail Strut / Sill Protectors
One the last ULD has been loaded and secured in position all ground crew should exit the aircraft and the HiLo removed.
Departure Procedure (Remove after ULD position E has been loaded)
Remove shear pin
Turn release valve anti-clockwise
Gently allow ‘A’ to retract to enable unit to be pulled clear of jacking adapter
Replace shear pin
Allow A to fully retract (allow 30-60 secs)
Re-stow in the aft hold.
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This should be secured in its correct stowage in the rear hold. One ground crew member should remove the sill protector once the HiLo has been removed. This should be secured in its correct stowage in the rear hold. Despatcher shall confirm to Captain that both sill protectors and tail strut stowed prior to door closure.
Steps On instructions from the crew member operating the freight door, the steps should be removed. A ground crew member must be on hand ready to carry out this task once the loading has been completed.
Chocks / Cones Remove
Start Crew
Start crew should be in position no later than STD-5.
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BBooeeiinngg 773377 FFrreeiigghhtteerr // QQCC
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This document contains details of Titan Airways requirements and expectations of handling agents when providing turnrounds on the Boeing 737 Freighter aircraft whilst operating flights on behalf of the Royal Mail. These instructions are designed to ensure a safe and efficient turnround for all staff (Titan and 3rd party). Individual handling company procedures may be more restrictive and in this case such procedures should take precedence.
Taxy Aircraft should where possible be parked on a self manoeuvring stand. Marshallers where available may be used to assist in guiding the aircraft into position.
Shutdown All ground crew and equipment must be available in good time prior to the aircraft arriving on stand. One ground crew member may approach the aircraft from the front ONLY to chock nose-wheel once the aircraft has come to a standstill. All other ground crew MUST remain completely clear of the aircraft until such time as the anti-collision beacon has been turned off. Caution must always be exercised when approaching the aircraft. Vehicles must be driven at low speed and a banksman MUST be used when reversing towards the aircraft, Where the agent has been notified of an unserviceable APU then a GPU should also be connected at this time provided the approach is ONLY from in front of the aircraft. At airports where use of APU is not permitted then the FEGP should be connected for the turnround.
Chocks / Cones Chocks should be placed under the nose or main wheels where available. Where cones are available they should be place at the wingtips
Sill Protector Ground staff members should collect and install the sill protectors. These must be fitted to the aircraft prior to any unloading/loading operation.
Sill Protectors Sill protectors are available and are stowed GZAPV - Forward hold stowage GZAPW - Forward hold stowage GZAPZ - Forward hold stowage GPOWC - Forward hold stowage These are to be used for all turnrounds. Protectors should be fitted after door opening and prior to the Hi-Loader ‘contacting’ the aircraft. Once all ULD’s are loaded protectors shall be removed prior to door closure and re-stowed.
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Despatcher shall confirm to Captain that both sill protectors stowed prior to door closure.
Forward Steps Passengers steps should be placed at the forward passenger door on arrival or at the forward passenger door. Crew require these to access a release panel prior to opening the cargo door.
GPU Aircraft will normally use APU during turnround. In the event of airport not permitting APU use or a u/s APU the following spec GPU will be required. DC / 175 amp AC 115/200V / 60 kVA In the event of an unserviceable APU aircraft type requires an airstart.
Operation of Freight Door
The freight door is controlled from the forward entry door vestibule. The flight deck crew will operate the freight door at all times.
HiLo positioning Once the freight door is opened and the sill protectors are put in position, the Hi Loader should be carefully positioned at the aircraft side.
Unloading A ‘step’ procedure should be used for unloading the cargo. Unload the rear hold first, then ULDs, then forward hold When unloading cargo, it is important to shuffle the load to the front of the aircraft in a sequential manner in order to prevent the aircraft from tipping onto its tail. This is completed in the following steps Unload Load A – move load B to bay A, move load C to bay B Unload Load B – move load C to bay A, move load D to bay B Unload Load C – move load D to bay A, move load E to bay B Unload Load D – move load E to bay A, move load F to bay B Unload Load E – move load F to bay A, move load G to bay B Unload Load F – move load G to bay A, move load H to bay B Unload Load G – move load H to bay A Unload Load H
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Bear Clamp Release To Release
Press clamp to un-secure.
Locked Position
Unlocked Position
Securing of Straps Securing straps on ALL ULD’s MUST be secured to the floor tracking prior to being
loaded onto the aircraft.
FAILURE TO COMPLETE THIS ACTION CAN RESULT IN SUBSTANTIAL STRUCTURAL DAMAGE TO THE AIRCRAFT
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B737 ULDs
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On-load Order of loading ULD’s must be agreed with the Captain. The diagram may be used as a guide only.
The B737 cargo aircraft is nose heavy due to the mass of the door added to the front of the aircraft and the strengthening that is added to the forward structure. As a result of this, we have to carry 400 kgs of ballast in the rear lower baggage hold, H4, of the QC aircraft and 600 kgs in the fixed bin in bay J of the pure freight aircraft, ZAPV.
When loading the Mail bins, in order to ensure correct “Centre of Gravity” (C of G) of the aircraft, we load the heavier bins at the rear, (loaded first), and the lighter ones to the front, (loaded last).
Bay A forward balances bay H rearward. These bays have the most influence on C of G
Bay B forward balances bay G rearward.
Bay C forward balances bay F rearward.
Bay D forward balances bay E rearward. These bays have the least influence on C of G
Mail bags are quite bulky and full bins usually weigh a maximum load of about 1800 kgs. Most bins weigh on average between 400kgs and 1300 kgs.
The lower baggage holds can be loaded as well if the Royal Mail demands it. Again, start loading in H3 and H4, followed by H2 and H1.
It could happen that four bins are quite heavy and the other four are empty or nearly empty. In this case if all the heavy ones are at the rear of the plane and the light ones at the front, we could get the C of G too far aft, especially if the lower holds H3 and H4 are loaded as well. This is unlikely to happen but worth bearing in mind.
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Note: Unfortunately an empty or lightly loaded bin loaded last in position A by the cargo door is sometimes difficult to lock down because the floor of the bins is sometimes warped. For this reason we have found it best to load a bin with 750 kgs – 1000 kgs in position A. This shouldn’t affect the C of G too much if the heavy bins are at the rear of the plane.
The Titan Airways B737-3 Freighter Loading Instruction Form should be filled in showing which bin numbers are loaded where and what, if any, is loaded in the lower holds. The appropriate bin weights should be listed next to the appropriate bin number. The flight crew will then calculate the index and total load, including any ballast, leaving the blue copy for the loaders to use as a loading plan.
Manoeuvring of ULD’s (Loading)
ULD should be loaded one at a time.
There should be a ‘step loading process. ULD’s loaded into positions E – H should not be put into position all at once.
Load forward hold first, then ULDs, then aft hold.
When loading the cargo a reverse of the unloading procedure detailed previously must be accomplished. That is, on-load the load for H first, but leaving in bay B until the load for G is in the doorway. Then position load H into bay H and secure. Move load G into Bay B and load F into the doorway. Move load G into bay G and secure. Repeat to fill the aircraft.
Since the aircraft has a roller floor the ULD should move easily within the cabin area. If additional effort is required to move a particular ULD then the loading process should be STOPPED. Check for any obstructions at both floor and locker levels before proceeding. Check appropriate bear clamps are down and all guide rails are in the UP position.
Securing Load Each ULD must be secured in place by use of the floor mounted ‘bear’ clamps. It
is essential that before the next ULD is moved rearwards, the first unit is secured.
It is allowable that 2 bear clamps per row do not clamp, but only if they are not the outermost ones. Any not fully clamped must be advised to the Captain before doors are closed.
To Secure Pull up in rear of clamp
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TRAFFIC MANUAL Page 18
B737 Royal Mail Turnaround Plan Revision 0 06JUL12
© Titan Airways
Belly Loading The lower baggage holds can be loaded as well if the Royal Mail demands it. Again, start loading in H3 and H4, followed by H2 and H1.
Removal Sill Protectors
Once the last ULD has been loaded and secured in position all ground crew should exit the aircraft and the HiLo removed.
Departure Procedure (Remove after ULD position A has been loaded) One ground crew member should remove the sill protector before the HiLo has been removed. This should be secured in its correct stowage behind the forward bulkhead or cargo net. Despatcher shall confirm to Captain that both sill protectors are stowed stowed prior to door closure and that all 6 side latches in the doorway are up and secure.
Steps On instructions from the crew member operating the freight door, the steps should be removed. A ground crew member must be on hand ready to carry out this task once the loading has been completed.