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Ground Handling Manual

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This document is copyright Titan Airways Limited and
may not be reproduced in whole or part by any means
without the prior written permission of Titan Airways
Limited.
The Titan Airways Logo is a trademark of Titan Airways
Limited and may not be reproduced without permission.
2012 Titan Airways Limited
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GROUND HANDLING MANUAL PAGE 33
REVISION 1.0
TABLE OF SECTIONS
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TABLE OF CONTENTS
PREFACE .............................................5
SAFETY COMMITMENT ..................................7
SECTION 0 - ADMINISTRATION AND CONTROL ..............0i
SECTION 1 - ORGANISATION .............................1i
SECTION 2 - HANDLING/CARGO AGENT REQUIREMENTS ......2i
SECTION 3 - COMMUNICATIONS ..........................3i
SECTION 4 - PASSENGERS ..............................4i
SECTION 5 - CHECK-IN ..................................5i
SECTION 6 - BAGGAGE .................................6i
SECTION 7 - SECURITY .................................7i
SECTION 8 - BOARDING .................................8i
SECTION 9 - WEIGHT AND BALANCE ......................9i
SECTION 10 - RAMP OPERATIONS ........................10i
SECTION 11 - FUELLING ................................11i
SECTION 12 - DE-ICING.................................12i
SECTION 13 - SERVICING ...............................13i
SECTION 14 - CARGO ..................................14i
SECTION 15 - MAIL ....................................15i
SECTION 16 - DANGEROUS GOODS CARGO ..............16i
SECTION 17 - CARRIAGE OF ELECTRIC MOBILITY AIDS .......17i
SECTION 18 - EMERGENCY RESPONSE ....................18i
SECTION 19 - CONTINGENCY PLANNING ..................19i
SECTION 20 - QUALITY .................................20i
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GROUND HANDLING MANUAL PAGE 55
REVISION 1.0
PREFACE
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PREFACE 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 agents 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.
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GROUND HANDLING MANUAL PAGE 77
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SAFETY COMMITMENT
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SAFETY SAFETY COMMI TMENT COMMI TMENT
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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GROUND HANDLING MANUAL PAGE 00II
REVISION 1.0
TABLE OF CONTENTS
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TABLE OF CONTENTS
SECTION 0 - ADMINISTRATION AND CONTROL ..............0i
0 INTRODUCTION .................................01
0.1 Revision Status ................................01
0.2 Terminology ..................................02
0.2.1 Gender .....................................02
0.2.2 Commercial Air Transport Operation ...................02
0.3 Definitions, Abbreviations and Common Terminology .......02
0.4 List of Effective Pages ...........................06
0.5 Revisions and Highlights .........................010
0.5.1 Authority ...................................010
0.5.2 Carriage of Manual .............................010
0.5.3 Urgent Revisions Where Flight Safety Could be Affected .....010
0.5.4 Approval of the Authority .........................010
0.5.5 Access to Manuals .............................011
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GROUND HANDLING MANUAL PAGE 0011
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SECTI ON SECTI ON 00 -- ADMI NI STRATI ON ADMI NI STRATI ON AND AND CONTROL CONTROL
0 INTRODUCTION
0.1 Revision Status
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Revision Record Sheet
Version Revision Date Entered By Date Entered Pages (Total)
1.0 130111 Initial Issue 130111 222
1.1 130331 GB 130417 278
0.2 Terminology
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.
0.2.1 Gender
For brevity, the pronoun he is utilised throughout Parts A, B, C, D and F. Where appropriate,
the pronoun she should be inferred or assumed.
0.2.2 Commercial Air Transport Operation
An aircraft operation involving the transport of passengers or cargo for remuneration or hire. All
flights operating as Commercial Air Transportation shall be conducted in accordance with this
Operations Manual.
NOTE
Commercial Air Transportation is not intended to cover Aerial Work or Corporate/Private aviation.
0.3 Definitions, Abbreviations and Common Terminology
The following table provides a list of definitions, abbreviations and/or common terminology
utilized throughout the Titan Airways manual suite. It is not a comprehensive list containing
every possible industry abbreviation, but does cover all those necessary for the proper use and
interpretation of the Operations Manual.
Table 0-1 Common Terminology
TERM DEFINITION
Adhoc Flights not rostered (one-off charters)
Aft Rear of Aircraft (as in fore (forward) and aft)
Aileron Part of aircraft wing (used to control aircraft turning in flight)
Aircraft left Left hand side of the aircraft (see also Portside)
Aircraft right Right hand side of the aircraft (see also Starboard)
Airlarder Metal or fibreboard container used for the storage of catering
Airside Area(s) of an airport beyond the customs, immigration and/or security checkpoint(s) that
usual constitute the security restricted area opposite of landside
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TERM DEFINITION
Aisle Gangway between seats in cabin of aircraft
Anti-Collision Light (or Anti- Red Strobe (flashing) beacon (light) on the underside and top of the fuselage
Collision Beacon)
Automatic Door with escape slide fitted ready for automatic deployment (indicated by the
manual/auto setting on the internal side of the door and by the engagement of the girt
bar with the floor brackets)
Bank The angle between the aircrafts normal, or vertical, axis and the earths vertical plane
containing the aircrafts longitudinal axis.
Blox/Blocks The time i.e. blox time or blocks time or similarly, off blox/blocks time that
represents the time the aircraft arrives at the stand and shuts down engines at the
completion of a flight sector, or the time at which the aircraft commences pushback (or
taxi if power in/power out) at the commencement of a flight sector being the off blox or
off blocks time
Bulkhead Aircraft partition or wall
Cabin Altitude Pressure inside the cabin (expressed as the equivalent atmospheric pressure at a given
altitude- e.g. cabin pressurised to 10,000 ft)
Chocks Wedges used to prevent aircraft movement in the event of brake failure placed in front
and/or behind, aircraft wheels (tyres)
Chock to Chock Elapsed time between off-chocks and next on-chocks (also may be referred to as off-
blox and on-blox and/or blox to blox)
Cruise Altitude for the majority of a flight
Deadhead A crew member positioning on duty, travelling as a passenger
Descent Flight to a lower altitude/flight level
Disarmed Door with escape slide fitted with automatic deployment disabled (set to manual) (girt
bar retracted and out of and away from floor brackets)
Downwind Direction in which the wind is blowing
Dry Store(s) Non-perishable items i.e. tea, coffee, sugar, etc.)
Elevator A moveable horizontal surface attached to the back of the stabiliser
Ferry A positioning flight (i.e. operated empty of commercial load under normal circumstances)
Flap Part of aircraft providing for greater flight control at slower speeds
Forward Front of aircraft also fore (as in fore and aft)
Fuel Jettison Process of removal of excess fuel from the aircraft
Fuselage Body of an aircraft
Galley Kitchen area of an aircraft and used for meal preparation and/or storage
Gashbag Rubbish/waste bag
Glide Path The angle of descent during an aircrafts approach to land
Hangar Covered parking space for aircraft, usually enclosed
Hold Stowage area for baggage, cargo, mail, etc. usually divided into compartments within
each hold e.g. forward hold containing compartments 1 and 2 and aft hold containing
compartments 3 and 4 (and possibly, 5)
Holding Aircraft circling in the vicinity of the airport of destination, awaiting turn in the queue to
land
Hotac Hotel Accommodation
Interline Pax Passenger transferring from one airline to another as part of a through journey
Landing Gear The aircraft undercarriage
Leading Edge Foremost portion of the wing, located at the very front of the wing
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TERM DEFINITION
Leg/Sector (Segment) More formally, a leg is an individual component of a journey whereas a sector is a
starting point and a stopping point which may cover a number of legs in between e.g.
LHR-FRA-CDG whereby there are two legs LHR-FRA and FRA-CDG but a sector or
segment can be LHR-FRA or LHR-CDG or FRA-CDG.
Loadsheet Document detailing the aircraft load by weight and distribution including all traffic load,
company stores, fuel, oil, etc and specifying the aircraft centre of gravity, Mean
Aerodynamic Chord (%MAC) at both take-off and zero fuel weight and specifying the
actual weights relative to maximum structural or regulated take-off weight, zero fuel
weight, landing weight, taxi weight and total fuel (loadsheet fuel) and trip fuel or burnoff
Local Usually used to indicate the time of day or night at the location of departure or arrival
as in local time or by specifying a time followed by the word local (GMT and/or UTC is
referred to as Zulu time)
Manifest List of passengers on board. For international flights must follow the requirements of
ICAO specified in Annex 9 to the Chicago Convention (1944), specifically in Appendix 2.
Other relevant documents are also contained in the other appendices to Annex 9 (e.g.
cargo manifest, general declaration, etc.)
No Show Sometimes spelled NOSHO or Nosho and represents a booked/ticketed passenger
who does not arrive in time or check in for the flight. A passenger that does check in
and subsequently does not board (and may be offloaded along with their baggage if not
located)
Off Chocks Actual time that aircraft moves from the parking stand for departure (as in the time that
pushback commences or if taxiing out under own power from power-in-power-out
stand). May also be referred to as off-blox
Offload To remove, passengers, cargo, mail, catering and/or company stores or other items of
traffic load from an aircraft e.g. 120 kg of company stores were offloaded due to
aircraft weight restrictions
On Chocks Actual time that aircraft comes to a standstill at the parking stand may also be referred
to as on-blox
Overbooked Also referred to as oversold but represents a situation where more passengers are
booked than there are saleable seats available/fitted to the aircraft
Pax Passenger(s)
Positioning A flight or journey with no passengers to a specific location to pick up passengers
and/or an aircraft
Pushback Where an aircraft is pushed by a tug from a nose in parking stand onto a taxiway or
other part of the surface movement area where the aircraft may proceed from under its
own power of course
Ramp/Stand Aircraft parking area technically the apron is where aircraft park but it is generally
referred to as the ramp and specific aircraft parking locations (usually defined by
painted borders and nose-in guidelines/equipment limit lines) are referred to as a stand
and in some locations a bay or gate
Roster Programme of duties over a defined period of time, usually in weeks or months
Rudder A moveable vertical surface attached to the rear of the horizontal stabiliser and used to
provide yaw control by changing the angle of attack of the rudder when controls are
manipulated the rudder, horizontal stabiliser and the rearmost portion of the fuselage
to which they are attached is referred to as the empennage quite often the APU
(auxiliary power unit) and the flight recorders are located in this region as well
Runway Strip of pavement or other surface appropriate to the aircraft type in use that is used by
aircraft to take-off and land sometimes called a landing strip
Slats Situated on the leading edge of the wing, slats work in conjunction with the flaps to
improve lift at slower speeds by smoothing the airflow over the leading edge to augment
the amount of lift
Slip Station The place at which there is a change of crew and in some circumstances where the
incoming crew slip for a night or number of nights before operating another service out
of that station or positioning to home base
Stopover Any day or night stop abroad or within the United Kingdom
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TERM DEFINITION
Taxiway Part of the surface movement area that provides various links and methods for an
aircraft to taxi from the ramp/apron to the appropriate point on the departure runway
Tech Stop A Tech (Technical) Stop is a stop (landing followed by take-off) during which refuelling is
conducted may also be for other technical reasons but primarily the requirement is
driven by range/performance and therefore, fuel
Terminal Airport Building
Uplift To load passengers, fuel, cargo, mail, catering or company stores is to uplift such items
Upwind Direction from which the wind is blowing
Urn Water container
Xbag Excess Baggage
Table 0-2 Abbreviations
TERM DEFINITION
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0.5 Revisions and Highlights
0.5.1 Authority
The Operations Manual is issued on the authority of the Company, and the Flight Operations
Director / Operations Director will authorise all amendments to it, as required by the Company
or by the Civil Aviation Authority. Any proposed amendment should be forwarded, to the Flight
Operations Director, on an Amendment Proposal Form (refer to ) to the Publications Officer.
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) and the portion of the text which has been revised, as indicated by vertical
marginal lines adjacent to the changes. 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.
0.5.2 Carriage of Manual
It is a requirement that a copy of Operations Manual Part C shall be carried in each commercial
air transport aeroplane. Sufficient additional copies will be provided to ensure that all operating
personnel have ready access to them when required, and to enable one copy to be lodged with
the Civil Aviation Authority. An up-to-date list of manuals, together with their copy numbers and
their locations, or the name/appointment of the copy holder, as appropriate shall be held.
Amendments will be issued to copy holders or nominated individuals who will be required to
amend particular number copies. Amendments should be entered on receipt, and the
amendment record completed. Confirmation of incorporation should be completed either online
through the Titan Airways Notification (TAN) system or by signed paper transmittal letters as
soon as possible after the amendments have been completed.
0.5.3 Urgent Revisions Where Flight Safety Could be Affected
Details of revisions which may be urgently required in the interests of flight safety, or which are
supplementary to the operations manual, will be promulgated as Notice to Crew (NOTAC) or
temporary (yellow) pages (where their location in the relevant section of the manual would be
more appropriate). Those of a temporary nature will be cancelled as soon as they are no longer
relevant. Those of long-term application should be incorporated into the manual when it is next
amended, or within six months of their effective date, whichever is the sooner.
0.5.4 Approval of the Authority
All intended amendments and revisions must be supplied to the UK CAA in advance of the
effective date. When the amendment/revision concerns any Part of the Operations Manual
which must be approved by means of the Operations Approval document, this approval must
be obtained before the amendment becomes effective. When immediate amendment or
revisions are required in the interests of safety, they may be published and applied immediately
provided that application for approval has been made.
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0.5.5 Access to Manuals
Operations personnel must have easy access to a copy of each Part of the Operations Manual
which is relevant to their duties. In addition, each Crew Member must be supplied with a
personal copy of or relevant sections from Parts A and B of the Operations Manual as are
applicable for personal study and the performance of their duties and responsibilities. Crew
Members are individually responsible for the amendment of personal copies of Manuals and
the timely report of their status to Operations management. Cabin Crew must be afforded
access to Operations Manual Part F (Cabin).
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Figure 0-1 Amendment Proposal Form
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Figure 0-2 Reverse Side of Amendment Proposal Form
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TABLE OF CONTENTS
SECTION 1 - ORGANISATION .............................1i
1 INTRODUCTION .................................11
1.1 Contact Details ................................11
1.2 Aircraft Types and Configuration .....................11
1.3 Schedules ...................................12
1.4 Types of Operation ..............................12
1.5 Ground Handling Organisation ......................12
1.5.1 Post Holder Ground Handling Graham Baguley (Deputy Greg
Holland) ....................................12
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SECTI ON SECTI ON 11 -- ORGANI SATI ON ORGANI SATI ON
1 INTRODUCTION
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 ops@titan-airways.co.uk charter@titanairways.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 http://www.zapops.com
1.2 Aircraft Types and Configuration
Table 1-1 Aircraft Type and Configuration
Registration Type Configuration Alternative Configuration
(when advised)
G-POWI Airbus A320 168Y None
G-POWF Avro RJ-100 98Y Various
G-ZAPK BAe146-200QC 80Y None
G-POWC Boeing 737-300QC 130Y 44C
G-ZAPV Boeing 737-300QC Cargo None
G-ZAPW Boeing 737-300QC 130Y None
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Registration Type Configuration Alternative Configuration
(when advised)
G-POWD Boeing 767-300ER 265Y None
G-POWH Boeing 757-200 202Y 76C, 80C, 40C/118Y,
40C,108Y
G-ZAPX Boeing 757-200 202Y 76C, 80C, 40C/118Y,
40C,108Y
G-ZAPZ Boeing 737-300QC 130Y 44C
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 within this manual as shown in Table 1-2.
Table 1-2 Flight Types and Description
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.
1.5 Ground Handling Organisation
1.5.1 Post Holder Ground Handling Graham Baguley (Deputy Greg
Holland)
The above permanent post shall be held by a person with the following level of experience
Minimum 5 years operational airline experience in an operations or ground handling
position
Qualified Dangerous Goods (CAA Approved Course)
The post holder ground handling is responsible for the following:
1. Management and oversight of security and safety outcomes of ground handling and
cargo operations
2. Review of handling / cargo agent agreements and contracts
3. Review of internal training material (inc Dangerous Good
4. Investigation of handling and cargo incidents
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TABLE OF CONTENTS
SECTION 2 - HANDLING/CARGO AGENT REQUIREMENTS ......2i
2 INTRODUCTION .................................21
2.1 Facilities and Staff ..............................21
2.2 Staff Training .................................21
2.3 Library ......................................22
2.4 Documentation ................................22
2.5 Retention of Documents ..........................23
2.6 Equipment ...................................23
2.7 Contracts/Agreements ...........................23
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SECTI ON SECTI ON 22 -- HANDLI NG/CARGO HANDLI NG/CARGO AGENT AGENT
REQUI REMENTS REQUI REMENTS
2 INTRODUCTION
Handling/Cargo 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 FBOs 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. These standards and requirements are also
applicable to the limited handling functions carried out by Titan Airways engineering staff.
2.1 Facilities and Staff
Agents shall ensure availability of all necessary facilities, workspace, equipment and supporting
services, as well as work environment, to satisfy ground handling operational safety and
security requirements. Staff levels should be maintained to ensure high levels of service to
Titan Airways operations.
2.2 Staff Training
All staff shall be trained and tested to an adequate level for the duties and responsibilities held
(check-in, security, airside safety, loading, equipment operation, Fuelling, De-icing as
applicable).
Training shall 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 shall have Dangerous Goods training in accordance with the applicable
category of the current IATA Dangerous Goods Regulations (Section1). 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).
IATA AHM 611 provides guidance in training syllabus for airside staff.
Testing by written, oral or practical means shall being carried out and recorded.
Training programs shall be reviewed on a regular basis to maintain currency with regulations
and in order to remain relevant.
Records of training and testing (where applicable) shall be retained as part of personnel
training files, personnel records or other organised system. Records shall be identifiable as the
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latest version, and legible. Disposal of obsolete records should be in accordance with
organisation local procedures.
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.
2.3 Library
The handling/cargo 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/Cargo 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.
Any obsolete document shall either be clearly marked as such or destroyed. Reproduced
documents should be treated with due caution and their currency checked prior to use.
2.4 Documentation
All documentation used by a handling/cargo 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.
Any obsolete document shall either be clearly marked as such or destroyed. Reproduced
documents should be treated with due caution and their currency checked prior to use.
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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.
Any obsolete document shall either be clearly marked as such or destroyed. Reproduced
documents should be treated with due caution and their currency checked prior to use.
Titan Airways handling of document retention and disposal is shown in Table 2-1.
Table 2-1 Document Retention and Disposal
Document Holder Type Location / Retention
Authority for
Additional Security Period
deletion/disposal
Training records MNT Form Training Manager 2 years Training Manager
files
Dangerous Goods Certificate ORG Form Personnel File Duration of Personnel Manager
employ
NOTOC DSP Form Dangerous Goods 3 months OM/OD
Record File
Loadsheet FLT Form Returned flight 3 months OM/OD
documentation
IATA DGR DSP Book Operations Library Period of OM/OD
validity
IATA AHM DSP Book Operations Library Period of OM/OD
validity
IATA Live Animal DSP Book Operations Library Period of OM/OD
Regulations validity
2.6 Equipment
All equipment used by the handling or cargo agents in support of handling Titan Airways
aircraft shall be regularly maintained. Such maintenance shall also include calibration where
required especially in respect of scales and weighbridges in accordance with manufacturer
recommended intervals or published company schedules.
Records of maintenance and calibration shall be maintained and available to Titan Airways
officials on request.
2.7 Contracts/Agreements
Titan Airways will send handling requests to agents detailing information pertaining to the
planned flight. Acceptance of a handling request constitutes an agreement/contract for the
particular operation and that the agent concerned will carry out that operation in accordance
with the standards and procedures of Titan Airways and the IATA Airport Handling Manual.
Agents should complete the web based self certification either on www.zapops.com or from the
link provided in the handling request.
In the absence of any other Service Level Agreement, agents should meet the standards of this
manual and the content of the standard Handling Service Level Agreement (Figure 2-1 through
to Figure 2-3).
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Figure 2-1 Handling Service Level Agreement (Page 1)
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Figure 2-2 Handling Service Level Agreement (Page 2)
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Figure 2-3 Handling Service Level Agreement (Page 3)
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TABLE OF CONTENTS
SECTION 3 - COMMUNICATIONS ..........................3i
3 INTRODUCTION .................................31
3.1 zapops.com ..................................31
3.2 VHF .......................................31
3.3 Messaging ...................................31
3.4 Delay Codes ..................................32
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SECTI ON SECTI ON 33 -- COMMUNI CATI ONS COMMUNI CATI ONS
3 INTRODUCTION
3.1 zapops.com
Information on Titan Airways fleet/operations and procedures is located at the operational web
portal www.zapops.com
Agents shall access this site to familiarise themselves with Titan Airways aircraft and operating
procedures. In the event this information cannot be viewed or downloaded then Titan Airways
operations should be informed and the required information sought from them for transmission
by any other available means.
3.2 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.
3.3 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 as
shown in Table 3-1 and Table 3-2:
Table 3-1 Movement Signals (Sample Formats)
MVT (Sample Format)
Departure Arrival
MVT MVT
ZT2716/08.GZAPX.DUS ZT213/09.GZAPK.STN
AD1420 EA1704 AGP AA1151/1158
DL99/0010
PX143
Decode Decode
MVT Movement message MVT Movement message
ZT2716/08 Flight no / Date ZT213/09 - Flight no./date
GZAPX Aircraft registration GZAPK Aircraft registration
DUS Airport of departure STN Arrival airport
AD1420 Actual departure time (UTC) AA1151/1158 Landing/Onchox time(UTC)
EA1704 Estimated arrival time (UTC)
ALC Destination airport
DL99/0010 Delay code/Time
PX143 Passenger load
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Table 3-2 Load Distribution Message (LDM)Sample Format
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 e.g. the ULD Control Message or UCM, etc.) should be transmitted
where this is within the handling agents own procedures.
3.4 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 Baggagehandling.
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
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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. containerpallet 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
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
overweightlanding
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
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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
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 LoadConnection, 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
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97: Industrial action within own airline
98: Industrial action outside own airline
99: Miscellaneous, not elsewhere specified
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TABLE OF CONTENTS
SECTION 4 - PASSENGERS ..............................4i
4 INTRODUCTION .................................41
4.1 High Profile/Celebrity/VIP Passengers .................41
4.2 CIP/VIP Lounges ...............................41
4.3 Classes of Travel ...............................41
4.4 Charterer and Representatives ......................41
4.5 Unaccompanied Minor (UNMIN) .....................42
4.6 Infants ......................................42
4.7 Groups .....................................43
4.8 Passengers Requiring Assistance ....................43
4.9 Passengers with Reduced Mobility ...................43
4.10 Passengers Requiring Medical Clearance ...............44
4.11 Staff .......................................45
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SECTI ON SECTI ON 44 -- PASSENGERS PASSENGERS
4 INTRODUCTION
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
shown in Table 4-1.
Table 4-1 Classes of Travel
Aircraft Type Configuration
Airbus A320 168Y
BAe146
Variable class divider row 3-14
3+2 / 2+3 / 3+3 (depending on aircraft)
Avro RJ100 110Y (Variable Geometry Seating)
Boeing 737
130Y
(Alternative configuration) 44C
Boeing 757
202Y
(Alternative configurations) 76C, 80C, 40C/108Y or 40C/118Y
Boeing 767 265Y
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
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liaison directly with the charterer shall be acceptable to Titan Airways Logos for display on
electronic check-in boards can be obtained on application to charter@titan-airways.co.uk
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 airlines 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
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
UNMINs 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 strollers 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
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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.
Table 4-2 Summary
Age Range Requirement
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 childs lap, torso and shoulders. Child should not be able to easily
release the harness.
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 PRMs 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.
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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 persons needs of services made available to all
passengers.
Table 4-3 PRM Category Characteristics Assistance
Category Restriction(s) Requirement
Passenger can walk short distances
WCHR Passenger should be accompanied.
and walk up or down stairs. Can walk
(wheelchair ramp) For long walking distances a
in the cabin and is able to climb
wheelchair should be available.
aircraft stairs alone. Assistance
from/to aircraft is necessary.
Passenger cannot walk up or down
WCHS Passenger should be accompanied.
aircraft stairs but can walk in the cabin
(wheelchair steps) Passenger needs a wheelchair from/to
alone.
the aircraft.
Passenger cannot walk or stand and
WCHS Passenger should be accompanied.
will be accompanied to and from their
(wheelchair cabin seat) Passenger needs a wheelchair and
cabin seat.
special aids e.g. High-loader or
boarding wheelchair.
Blind passenger. (only if assistance is
BLND Passenger should be accompanied.
expressly requested and prior
(blind passenger) Individual needs will be respected.
notification is given)
DEAF Deaf passenger or deaf without Passenger should be accompanied.
speech. (only if assistance is
(deaf passenger) Individual needs will be respected.
expressly requested and prior
notification is given)
Passenger is on a stretcher and can Passenger will be carried to or from
STCR
only be transported this way. the aircraft by ambulance.
(stretcher)
STCR only carried on B767 with Aeromed cabin fitted
The number of PRMs on board should not exceed the number of able-bodied persons (ABPs)
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.
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.
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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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TABLE OF CONTENTS
SECTION 5 - CHECK-IN ..................................5i
5 INTRODUCTION .................................51
5.1 Ticketing & Documentation ........................51
5.2 Passenger Manifests ............................51
5.3 Desks requirement ............................51
5.4 Pre-Flight Preparation ............................52
5.5 Desks - preparation .............................52
5.6 Travel Documents and Passenger Identification ...........53
5.7 Security Questioning/Placarding .....................53
5.8 Passenger information ...........................53
5.9 Return Check-in ...............................53
5.10 Advance Passenger Information .....................54
5.11 Seating .....................................54
5.12 Check-in Closing ...............................54
5.13 Dangerous Goods carried by Passengers/Crew ...........54
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SECTI ON SECTI ON 55 -- CHECK-I N CHECK-I N
5 INTRODUCTION
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 charterers rep (if in
attendance), and to Titan Airways.
PNLs should be available for transmission to Titan Airways on request.
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.
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Table 5-1 provides a guideline to Titans requirements.
Table 5-1 Guideline to Titan Requirements
Type of Flight Time Open
Number of desks
(as available)
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:
Table 5-2 Pre-Flight Preparation
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)
5.5 Desks - preparation
Table 5-3 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:
Tickets are issued
Passengers Check-in
Aircraft are boarded
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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 charterers rep is not present
then the agent should contact Titan Airways operations control.
Table 5-4 Travel Documents
Where a ticket is issued then this shall be checked against the passengers 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 (Travel Information Manual) or similar
publication.
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
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5.10 Advance Passenger Information
Many governments 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
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 seats.
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 unless otherwise advised or agreed.
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. Where a passenger has to surrender a piece
of cabin baggage for stowage in the hold (due lack of cabin stowage, etc.) then it should be
confirmed with the passenger that no item(s) prohibited in hold baggage are present (lithium
batteries/fuel cells/mercurial thermometer, etc. see full listing. If any are present they should
be removed and retained by the passenger prior to loading into the hold. In the event
dangerous goods not permitted for carriage on board the aircraft are discovered in passenger
baggage, a report is required to be made to the appropriate authority of the State of
occurrence.
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Table 5-5 Dangerous Goods - Passengers and Crew
Items or Articles Location Approval of The Pilot-in- Restrictions
the Command
Checked Carry-On On the
Operator(s) MUST be
Baggage Baggage Person
required informed
Small gaseous oxygen Yes Yes Yes Yes Yes
1. No more than 5kg gross mass per cylinder
or air cylinders required
for medical use
2. Cylinders, valves and regulators where fitted, must be protected from
damage which could cause inadvertent release of the contents
3. The pilot-in-command must be informed of the number of oxygen or air
cylinders loaded on board the aircraft and their loading location(s).
1
Devices containing No No No n/a n/a Devices containing liquid oxygen are forbidden in carry-on baggage, checked
liquid oxygen baggage or on the person.
Empty air cylinders for Yes Yes n/a No No May only be carried if empty.
other purposes, such
as scuba diving
Cylinders of a non- Yes Yes Yes No No Spare cylinders of a similar size are allowed, if required, to ensure an adequate
flammable, non-toxic supply for the duration of the journey.
2 gas worn for the
operation of
mechanical limbs
Non-radioactive Yes Yes Yes No No
1. No more than 0.5kg or 0.5l total net quantity per single article;
medicinal articles
(including aerosols)
2. Release valves on aerosols must be protected by a cap or other suitable
3
means to prevent inadvertent release of the contents
3. No more than 2kg or 2l total net quantity of all articles mentioned in 3), 10)
and 13) (e.g. four aerosol cans of 500ml each) per person.
Radio isotopic cardiac n/a n/a Yes No No Only when implanted into a person as the result of medical treatment.
pacemakers or other
devices, including
those powered by
Lithium batteries
4
implanted into a person
Radio-pharmaceuticals n/a n/a Yes No No Only as the result of medical treatment.
contained within the
body of a person
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130331 CHECK-IN REVISION 1.0
Items or Articles Location Approval of The Pilot-in- Restrictions
the Command
Checked Carry-On On the
Operator(s) MUST be
Baggage Baggage Person
required informed
Mobility aids (e.g. Yes No No Yes (see 5 d) iv))
1. Non-spillable wet batteries must comply with Special Provision A67 or the
wheelchairs) powered
vibration and pressure differential tests of Packing Instruction 872
by non-spillable wet
batteries or batteries
2. Electric Mobility Aids must not be loaded unless they have been made safe
which comply with
for carriage. The operator must verify that:
Special Provision
(a) The battery is securely attached to the mobility aid
A123 , for use by
(b) The battery terminals are protected from short circuits, (e.g. by
passengers whose
enclosure within a battery container), and
mobility is restricted by
either a disability, their (c) Electrical circuits have been isolated.
health or age, or a
NOTE: Place the device into drive mode (i.e. not freewheel
temporary mobility
mode),attempt to power-up; Does use of the joystick result in
problem (e.g. broken
operation of the mobility aid? Supplementary motorised systems,
leg)
such as sea positioning systems, shall be inhibited to prevent
inadvertent operation, e.g. by the separation of cable connectors.
5
3. Mobility Aids shall be carried in a manner such that they are protected from
damaged caused by the movement of baggage, mail, stores or other cargo,
4. Where the Mobility Aid is specifically designed to allow its battery(ies) to be
removed by the user (e.g. collapsible):
(a) The battery(ies) shall be removed; the Mobility Aid may then be
carried as checked baggage without restriction
(b) The removed battery(ies) shall be carried in strong, rigid
packaging, which must be stowed in the cargo compartment
(c) The battery(ies) shall be protected from short circuit
(d) The pilot-in-command must be informed of the location of the
packed battery
(e) It is recommended that passengers make advance arrangements
with each operator.
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130331 CHECK-IN REVISION 1.0
Items or Articles Location Approval of The Pilot-in- Restrictions
the Command
Checked Carry-On On the
Operator(s) MUST be
Baggage Baggage Person
required informed
Mobility aids (e.g. Yes No No Yes Yes
1. Where possible, the mobility aid must be loaded, stowed, secured and
wheelchairs) powered
unloaded in an upright position.
by spillable batteries,
for use by passengers
2. Electric Mobility Aids must not be loaded unless they have been made safe
whose mobility is
for carriage. The operator must verify that:
restricted by either a
(a) The battery is securely attached to the mobility aid
disability, their health or
(b) The battery terminals are protected from short circuits (e.g. by
age, or a temporary
being enclosed within a battery container)
mobility problem (e.g.
broken leg) (c) Electrical circuits have been isolated:
NOTE: Place the device into drive mode (i.e. not freewheel
mode),attempt to power-up; Does use of the joystick result in
operation of the mobility aid? Supplementary motorised systems,
such as sea positioning systems, shall be inhibited to prevent
inadvertent operation, e.g. by the separation of cable connectors.
3. If the mobility aid cannot be loaded, stowed, secured and unloaded in an
upright position, the battery(ies) must be removed and carried in strong,
rigid packaging:
(a) Packaging must be leak-tight, impervious to battery fluid and be
protected against upset by securing them to pallets or by securing
them in cargo compartments using appropriate means of
securement (other than by bracing with freight or baggage) such 6
as by the use of restraining straps,brackets or holders
(b) Unless batteries are non-spillable they should be fitted, where
feasible, with spill-resistant vent caps.
(c) Batteries must be protected against short circuits,secured upright
in these packaging and surrounded by compatible absorbent
material sufficient to absorb their total liquid contents; and
(d) Packaging must be marked Battery, wet, with wheelchair or
Battery, wet, with Mobility Aid and be labelled with a Corrosive
label (Figure 5-22) and with package orientation labels (Figure 5-
26) as required by 5;3
4. The mobility aid may then be carried as checked baggage without
restriction;
(a) Mobility aids must be carried in a manner such that they are
protected from being damaged by the movement of baggage, mail,
stores or other cargo
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Items or Articles Location Approval of The Pilot-in- Restrictions
the Command
Checked Carry-On On the
Operator(s) MUST be
Baggage Baggage Person
required informed
(b) the pilot-in-command must be informed of the location of the
mobility aid with an installed battery or the location of a packed
battery
(c) it is recommended that passengers make advance arrangements
with each operator
Mobility aids (e.g. Yes See 7d No Yes Yes
1. Batteries must be of a type which meets the requirements of each test in
wheelchairs) powered
the UN Manual of Tests and Criteria, Part III, subsection 38.3;
by Lithium Ion (Li-Ion)
batteries, for use by
2. Electric Mobility Aids must not be loaded unless they have been made safe
passengers whose
for carriage. The operator shall verify that:
mobility is restricted by
(a) The battery is securely attached to the mobility aid
either a disability, their
(b) The battery terminals are protected from short circuits(e.g. by
health or age, or a
being enclosed within a battery container); and
temporary mobility
problem (e.g. broken (c) Electrical circuits have been isolated
leg)
NOTE: Place the device into drive mode (i.e. not freewheel
mode),attempt to power-up; Does use of the joystick result in
operation of the mobility aid? Supplementary motorised systems,
such as sea positioning systems, shall be inhibited to prevent
inadvertent operation, e.g. by the separation of cable connectors.
3. Mobility Aids shall be carried such that they are protectedfrom damage
caused by the movement of baggage, mail, stores or other cargo
4. Where the Mobility Aid is specifically designed to allow its battery(ies) to be
7
removed by the user (e.g. collapsible):
(a) The battery(ies) must be removed and carried in thepassenger
cabin
(b) Battery terminals must be protected from short circuit (by insulating
the terminals, e.g. by taping over exposed terminals)
(c) Batteries must be protected from damage (e.g. by placing each
battery in a protective pouch)
(d) Batteries must not exceed 300 Wh
(e) A maximum of either one battery not exceeding 300 Wh or two not
exceeding 160 Wh each, may be carried as spares.
5. The Manufacturers instructions or Owners directions shall be followed at all
times, when removing Batteries from Mobility Aids.
6. The pilot-in-command shall be informed of the location of the lithium ion
battery(ies)
7. It is recommended that passengers make advance arrangements with each
operator.
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Items or Articles Location Approval of The Pilot-in- Restrictions
the Command
Checked Carry-On On the
Operator(s) MUST be
Baggage Baggage Person
required informed
Portable medical No Yes Yes Yes No
Carried by passengers for medical use;
electronic devices
(automated external
1. Each installed or spare battery:
defibrillators (AED),
(a) Must be of a type which meets the requirements of each test in the
nebulizer, continuous
UN Manual of Tests and Criteria, Part III, subsection 38.3; and
positive airway
(b) Lithium Ion (Li-Ion) batteries must not exceed:
pressure (CPAP), etc.)
containing lithium metal (i) A lithium content of not more than 8 grams, or
or lithium ion cells or
(ii) More than 160 Wh.
8 batteries
(c) No more than two spare batteries may be carried.
(i) Spare batteries shall be individually protected to prevent
short circuits by:
(i) Placement in to original retail packaging,
(ii) Individual wrapping by a plastic bag or protective
pouch, or
(iii) By insulation of the terminals using suitable
electrical tape.
Small medical or Yes Yes Yes No No
1. No more than one per person
clinical thermometer
9
which contains mercury
2. Must be for personal use; and
3. must be in its protective case.
Toiletry Articles Yes Yes Yes No No
1. "Toiletry Articles (including aerosols)" includes such items as hair sprays,
(including aerosols)
perfumes and colognes:
2. No more than 0.5kg or 0.5l total net quantity per single article is allowed
10
3. Release valves on aerosols must be protected by a cap, or other suitable
means, to prevent inadvertent release of the contents; and
4. No more than 2kg or 2l total net quantity of all articles mentioned in 3), 10)
and 13) (e.g. four aerosol cans of 500ml each) per person is allowed.
Hair curlers containing Yes Yes Yes No No
1. No more than one per person
hydrocarbon gas
11
2. The safety cover must be securely fitted over the heating element; and
3. Gas refills must NOT be carried.
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Items or Articles Location Approval of The Pilot-in- Restrictions
the Command
Checked Carry-On On the
Operator(s) MUST be
Baggage Baggage Person
required informed
Alcoholic beverages Yes Yes Yes No No
1. Must be in retail packaging
containing more than
24% but not more than
2. No more than 5 litres per individual receptacle; and
12 70% alcohol by volume
3. No more than 5 litres total net quantity per person for such beverages.
NOTE: Alcoholic beverages containing less than 25% alcohol by volume are
unrestricted.
Aerosols (non- Yes No No No No
1. No more than 0.5kg or 0.5 litre total net quantity per single article
flammable, non-toxic),
with no subsidiary risk,
2. Release valves on aerosols must be protected by a cap, or other suitable
13
for sporting or home
means, to prevent inadvertent release of the contents; and
use
3. No more than 2kg or 2 litres total net quantity of all articles mentioned in 3),
10) and 13) (e.g. four aerosol cans of 500ml each) per person is allowed.
Securely packaged Yes No No Yes No
1. No more than 5kg gross mass per person for that persons own use
cartridges in Division
1.4S (UN 0012 or UN
2. Must not include ammunition with explosive or incendiaryprojectiles; and 14
0014 only);
3. Individual packages may contain only ONE Personal Allowance;
allowances must NOT be aggregated.
Small packet of safety No No Yes No No
1. No more than one per person; and
matches
2. Intended for Personal Use.
"Strike anywhere" No No No n/a n/a Forbidden.
matches
Small cigarette lighter No No Yes No No
1. No more than one per person
2. Intended for Personal Use; and
3. Does not contain unabsorbed liquid fuel (other than liquefied gas).
Lighter fuel and lighter No No No n/a n/a Forbidden.
refills
15
Premixing burner No No Yes No No
1. No more than one per person
lighter ( e.g. lighters
producing a blue
2. Intended for Personal Use; and
flame ) with a means of
3. Does not contain unabsorbed liquid fuel (other than liquefied gas).
protection against
unintentional activation
Premixing burner No No No n/a n/a Forbidden.
lighter ( e.g. lighters
producing a blue
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130331 CHECK-IN REVISION 1.0
Items or Articles Location Approval of The Pilot-in- Restrictions
the Command
Checked Carry-On On the
Operator(s) MUST be
Baggage Baggage Person
required informed
flame ) without a
means of protection
against unintentional
activation
Battery-powered Yes Yes No Yes No
1. The heat-producing component and the battery shall be isolated from each
equipment capable of
other by the removal of the heat-producing component, the battery or
generating extreme
another component (e.g. fuse); and
heat, which could
cause a fire if activated
2. Any battery removed shall be protected against short circuit by:
16
(e.g. underwater high
(a) Placement in original retail packaging,
intensity lamps)
(b) Individually wrapping in a plastic bag or protective pouch,
(c) Taping over of exposed terminals using suitable electrical tape, or
(d) By otherwise insulating the terminals.
Avalanche rescue Yes Yes No Yes No
1. No more than one per person
backpack containing a
cylinder of compressed
2. May contain a pyrotechnic trigger mechanism containing no more than
gas of Division 2.2
200mg net of Division 1.4S
17
3. The backpack must be packed in such a manner that it cannot be
accidentally activated; and
4. The airbags within the backpack must be fitted with pressure relief valves.
Small cartridges fitted Yes Yes Yes Yes No
1. Limited to Carbon Dioxide or another suitable Division 2.2 gas
into a self-inflating life-
jacket
2. Must be for inflation purposes
3. No more than two small cylinders of Carbon Dioxide or any other suitable
Division 2.2 gas fitted within the life-jacket, per person; and
4. No more than two spare cartridges, per person. 18
Small cartridges for Yes Yes Yes Yes No
1. No more than four small cylinders of carbon dioxide or any othersuitable
other devices
Division 2.2 gas, per person; and
2. The water capacity of each cylinder must not exceed 50ml.
NOTE: A 50ml gas cylinder is equivalent to a 28g Carbon Dioxide cartridge.
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130331 CHECK-IN REVISION 1.0
Items or Articles Location Approval of The Pilot-in- Restrictions
the Command
Checked Carry-On On the
Operator(s) MUST be
Baggage Baggage Person
required informed
Portable electronic
devices (such as
watches, calculating
machines, cameras,
cellular phones, laptop
computers,
camcorders)
Portable electronic Yes Yes Yes No No
1. Carried by passengers or crew for personal use
devices containing
Lithium metal or
2. Batteries and cells must be of a type which meets the requirements of each
Lithium Ion (Li-Ion)
test in the UN Manual of Tests and Criteria, Part III, subsection 38.3.
cells or batteries
3. Shall be carried as Carry-On baggage
4. Each Li-Ion battery must not exceed:
(a) A lithium content of 2 grams; or
(b) A Watt-hour rating of 100 Wh or less
19 5. If carried as checked-in baggage, measures must be taken to prevent
unintentional activation.
Spare batteries for No Yes Yes No No
1. Carried by passengers or crew for personal use
portable electronic
devices containing
2. Batteries and cells must be of a type which meets the requirements of each
Lithium metal or
test in the UN Manual of Tests and Criteria, Part III, subsection 38.3.
Lithium ion (Li-Ion)cells
3. Each Li-Ion battery must not exceed:
or batteries
(a) A lithium content of 2 grams; or
(b) A Watt-hour rating of 100 Wh or less
4. Shall be individually protected so as to prevent short circuits by:
(a) Placement in original retail packaging,
(b) Individually wrapped in a plastic bag or protective pouch,
(c) By taping over of exposed terminals using suitable electrical tape
or
(d) By otherwise insulating terminals.
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130331 CHECK-IN REVISION 1.0
Items or Articles Location Approval of The Pilot-in- Restrictions
the Command
Checked Carry-On On the
Operator(s) MUST be
Baggage Baggage Person
required informed
Portable electronic Yes Yes Yes Yes No
1. Carried by passengers or crew for personal use
devices containing
Lithium ion (Li-Ion)
2. Batteries and cells must be of a type which meets the requirements of each
batteries exceeding a
test in the UN Manual of Tests and Criteria, Part III, subsection 38.3.
Watt-hour rating of
3. Shall be carried as Carry-On baggage.
100Wh but not
exceeding 160Wh
Spare batteries for No Yes Yes Yes No
1. Carried by passengers or crew for personal use
portable electronic
devices containing
2. No more than two individually protected spare batteries per person
lithium ion batteries
3. Batteries and cells must be of a type which meets the requirements of each
exceeding a Watt-hour
test in the UN Manual of Tests and Criteria, Part III, subsection 38.3.
rating of 100 Wh but
4. Each Li-Ion battery must not exceed:
not exceeding 160 Wh
(a) A lithium content of 2 grams; or
(b) A Watt-hour rating of 100 Wh or less
5. Shall be individually protected so as to prevent short circuits by:
(a) Placement in original retail packaging
(b) Individually wrapped in a plastic bag or protective pouch
(c) By taping over of exposed terminals using suitable electrical tape,
or
(d) By otherwise insulating terminals.
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130331 CHECK-IN REVISION 1.0
Items or Articles Location Approval of The Pilot-in- Restrictions
the Command
Checked Carry-On On the
Operator(s) MUST be
Baggage Baggage Person
required informed
Fuel cells used to No Yes Yes No No
1. Fuel cells containing fuel are only permitted in Carry-On baggage
power portable
electronic devices (for
2. Passengers may carry no more than two spare Fuel Cell cartridges
example, cameras,
3. Fuel Cells must be durably marked by the manufacturer: APPROVED FOR
cellular phones, laptop
CARRIAGE IN AIRCRAFT CABIN ONLY
computers and
4. Each Fuel Cell and Fuel Cell cartridge must conform to IEC62282-6-100
camcorders)
Ed. 1, and be marked with a manufacturers certification that it conforms to
Spare fuel cell Yes Yes Yes No No
that specification. In addition, each fuel cell cartridge must be marked with
cartridges
the maximum quantity and type of fuel in the cartridge
5. In addition to the languages required by the State of Origin for the markings
specified above, English shall also be used.
6. Interaction between Fuel Cells and integrated batteries in a device must
conform to IEC 62282-6-100 Ed. 1. Fuel Cells whose sole function is to
charge a battery in the device are not permitted;
7. Fuel Cells must be of a type that will not charge batteries when the portable
electronic device is not in use
20
8. Fuel Cell cartridges may only contain flammable liquids, corrosive
substances, liquefied flammable gas, water reactive substances or
hydrogen in metal hydride form
9. Fuel cell cartridges containing hydrogen in metal hydride form must comply
with the requirements in Special Provision A162
10. Refuelling of Fuel Cells on-board an aircraft is not permitted except that the
installation of a spare cartridge is allowed
11. The maximum quantity of fuel in any Fuel Cell or Fuel Cell cartridge must
not exceed:
(a) 200ml for liquids;
(b) 200g for solids;
(c) For liquefied gases;
(i) 120ml for non-metallic Fuel Cell cartridges, or
(ii) 200ml for metal Fuel Cell or Fuel Cell cartridges; and
(iii) 120ml or less of water, for hydrogen in metal hydride form
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130331 CHECK-IN REVISION 1.0
Items or Articles Location Approval of The Pilot-in- Restrictions
the Command
Checked Carry-On On the
Operator(s) MUST be
Baggage Baggage Person
required informed
Dry ice Yes Yes No Yes No
1. No more than 2.5kg per person
2. When used to pack perishables that are not subject to these Instructions
the packaging must permit the release of Carbon Dioxide gas; and
3. When carried as Checked-In baggage, each package must be clearly 21
marked with:
DRY ICE or CARBON DIOXIDE, SOLID; and
The net weight of the Dry Ice content, or an indication that the net
weight is 2.5kg or less.
Mercury barometer or No Yes No Yes Yes
1. Must be carried by a representative of a government weather bureau or
thermometer
similar official agency; and
22 2. b) 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, sufficient to prevent the escape of mercury from the package
irrespective of its orientation.
Instruments containing Yes Yes No Yes No
1. Instruments must not exceed the activity limits specified in IATA DGR Table
radioactive material
10-3D
(i.e. chemical agent
23 monitor (CAM) and/or
2. Must be securely packed and without lithium batteries; and
rapid alarm and
3. Must be carried by staff members of the Organization for the Prohibition of
identification device
Chemical Weapons (OPCW) on official travel.
monitor (RAID-M))
Energy efficient light Yes Yes Yes No No
1. When in retail packaging; and
bulbs 24
2. For personal or home use.
Permeation devices for Yes No No No No Must comply with Special Provision A41.
the calibration of Air
25
Quality monitoring
equipment
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130331 CHECK-IN REVISION 1.0
Items or Articles Location Approval of The Pilot-in- Restrictions
the Command
Checked Carry-On On the
Operator(s) MUST be
Baggage Baggage Person
required informed
Portable electronic Yes Yes No No No
1. Battery must be 12 volts or less with a Watt-hour rating of 100Wh or less;
equipment containing a
and
non-spillable battery
meeting the
2. Equipment must be incapable of inadvertent activation, or the battery
requirements of Special
disconnected and exposed terminals insulated.
Provision A67
26
Spare non-spillable Yes Yes No No No
1. Battery must be 12 volts or less with a Watt-hour rating of 100Wh or less
batteries meeting the
requirements of Special
2. The battery must be protected from short circuit by the effective insulation
Provision A67
of all exposed terminals; and
3. No more than two individually protected batteries per person.
Internal Combustion Yes No No No No Must comply with Special Provision A70.
27 Engines or Fuel Cell
Engines
Non-infectious Yes Yes No No No Must comply with Special Provision A180.
28
specimens
Insulated packaging Yes Yes No No No Must comply with Special Provision A152.
29 containing refrigerated
liquid nitrogen
Security-type Yes No No Yes No
1. It is FORBIDDEN to carry Security type equipment that isdefective or that
equipment, such as
has been damaged.
attach cases, cash
boxes, cash bags, etc.,
2. The equipment must be incapable of accidental activation
incorporating
3. Explosive or pyrotechnic substances or an explosive article contained
dangerous goods as
within equipment, must be excluded from Class 1by the appropriate
part of this equipment,
national authority of the State of Manufacture in compliance with Part
for example, lithium
2;1.5.2.1
batteries or pyrotechnic
4. Lithium cells or batteries contained within equipment, must:
material
(a) Contain 1g or less of Lithium
(b) An aggregate Lithium content of 2g or less,
(c) A Cell Watt-hour rating of 20Wh or less,
30
(d) A Li-Ion Battery Watt-hour rating of 100Wh or less.
5. Each cell or battery is of the type proven to meet therequirements of each
test in the UN Manual of Tests and Criteria, Part III, subsection 38.3.
6. If the equipment contains gases to expel dye or ink:
(a) May only contain gas cartridges and receptacles with a capacity
not exceeding 50ml, containing no constituents subject to these
Instructions other than a Division 2.2 gas
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130331 CHECK-IN REVISION 1.0
Items or Articles Location Approval of The Pilot-in- Restrictions
the Command
Checked Carry-On On the
Operator(s) MUST be
Baggage Baggage Person
required informed
(b) The release of gas must not cause extreme annoyance or
discomfort to crew members so as to prevent the correct
performance of their assigned duties, and
(c) In the case of accidental activation, all hazardous effects must be
confined within the equipment and must not produce extreme
noise.
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GROUND HANDLING MANUAL PAGE 66II
REVISION 1.0
TABLE OF CONTENTS
130331
TABLE OF CONTENTS
SECTION 6 - BAGGAGE .................................6i
6 INTRODUCTION .................................61
6.1 Baggage Allowance .............................61
6.2 Checked Baggage ..............................61
6.3 Hand baggage ................................61
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130331
SECTI ON SECTI ON 66 -- BAGGAGE BAGGAGE
6 INTRODUCTION
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.
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
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REVISION 1.0
BAGGAGE
130331
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
Table 6-1 Guide to Cabin Baggage Allowances
BAe146 B757 / B737 / 767 / A320
Special Requirements
(All Cases)
Up to 40 passengers Up to two pieces per passenger may Up to two pieces per passenger may
carried 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)
Limited to one bag or briefcase
Over 100
passengers
NOTE
National limitations may be more restrictive than the above and at such locations the national
regulation shall take precedence.
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REVISION 1.0
TABLE OF CONTENTS
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TABLE OF CONTENTS
SECTION 7 - SECURITY .................................7i
7 INTRODUCTION .................................71
7.1 General .....................................71
7.2 Passenger Check In .............................71
7.3 Passenger Screening ............................71
7.4 Hold baggage screening ..........................72
7.5 Control of Firearms/Dangerous Articles/Law Enforcement Officers
...........................................72
7.5.1 General Principles ..............................72
7.5.2 Carriage of Firearms in Titan Airways Aircraft .............73
7.5.3 Control of Firearms Carriage in a Titan Airways Aircraft .......74
7.6 Refusal of Passengers (Drunk/Abusive) ................74
7.7 Prohibited Articles ..............................75
7.8 Persons Exempt from Screening .....................75
Annex A - ..............................................77
7.9 Passenger Check-In Procedures .....................77
7.10 Passenger Questioning ...........................77
7.11 Passenger and Baggage Search Prior to Embarkation ......77
7.11.1 Search Standard ...............................77
7.12 Transit Passengers .............................78
7.12.1 Passengers on International Flights ...................78
7.13 Processed Transit Passenger .......................78
7.13.1 Transit Lounge ................................78
7.14 Passenger, Flight Crew and Cabin Crew Movement Control ...78
7.14.1 Supervision ..................................78
7.14.2 Appropriate Embarkation ..........................79
7.14.3 Appropriate Disembarkation ........................79
7.14.4 Transfer of Crew / Passengers ......................79
7.15 Reconciliation of Hold Baggage .....................79
7.15.1 Conditions of Admission on to a Flight ..................79
7.15.2 Process of Identification ..........................79
7.15.3 Passenger Identification ..........................79
7.15.4 Accompanied Hold Baggage .......................710
7.15.5 Passengers Required On Board .....................710
7.15.6 Reunited Hold Baggage ..........................710
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130331
7.15.7 Unaccompanied Hold Baggage .....................710
7.16 Hold Baggage Manifest ..........................710
7.16.1 Required Information ...........................710
7.16.2 Item Specific Details ............................710
7.16.3 Not Applicable Requirements ......................711
7.16.4 Approval of Hold ..............................711
7.16.5 Prior to Signature Checklist .......................711
7.16.6 Delegation of Examination ........................712
7.16.7 Signing of a Summary Page .......................712
7.16.8 Unaccompanied or Unauthorized Additional Hold Baggage ....712
7.16.9 Authority for Carriage ...........................713
7.17 Protection of Hold Baggage .......................713
7.17.1 Permitted Access to Hold Baggage after Screening .........713
7.17.2 Surveillance of Hold Baggage Prior to Loading ............713
7.17.3 Access to Hold Baggage Prior to Loading ...............713
7.17.4 Breach of Surveillance Prior to Loading ................713
7.18 Mishandled Baggage ............................714
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SECURITY
130331
SECTI ON SECTI ON 77 -- SECURI TY SECURI TY
7 INTRODUCTION
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.
Full information on security requirements are contained within the Titan Airways Air Carrier
Security Program which has restricted circulation. The following information is designed for
issues likely to be faced by a handling agent.
7.1 General
All staff employed by the handling / cargo agent should be issued with means of identification
only after completion of background checks appropriate and as permitted by the state of
operation.
7.2 Passenger Check In
Passengers are required to be identified against either a passenger ticket or group manifest in
the case of private charter. Where there is doubt as to the matching of identification the
passenger shall be refused carriage. Identification is normally by means of a passport, national
identity card or temporary travel documentation.
Passengers should identify their checked and carry-on baggage to the extent needed to satisfy
the check-in agent of their ownership.
When required by state regulations, passengers should be asked the following security
questions prior to the issuance of a boarding card.
Have you packed your bags yourself?
Could your baggage have been interfered with since then?
Has anyone given you anything to carry on the flight?
In the event a passenger answers yes to any of the above questions, arrangements should be
made by the handling agent to increase the level of search carried out on the passenger and
their baggage. This can be completed by boarding card marking if local procedures cater for
this; else the passenger may need to be escorted to the search area and security officers
briefed.
7.3 Passenger Screening
On completion of check-in processing the passenger will be directed by the agent to a point
where all passengers shall be screened along with their carry-on baggage.
No passenger shall be allowed to board unless screened to the standard required by the state
of departure.
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7.4 Hold baggage screening
All baggage presented for check-in shall be screened by security personnel prior to loading
onto a Titan Airways aircraft. Once screened such baggage must be protected against
unauthorised interference until such times as it is to be loaded.
Agents shall ensure a system is in operation that will ensure that all items of baggage placed in
the hold are accounted against passengers on-board the aircraft, or screened in accordance
with the state requirements for unaccompanied baggage.
7.5 Control of Firearms/Dangerous Articles/Law Enforcement
Officers
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.
7.5.1 General Principles
Handling agents will ensure that any passenger who wishes to transport a firearm or other
dangerous article shall surrender it to their staff at check-in. Titan Airways will then be
responsible for the secure custody of any item surrendered from the time it comes into their
custody, until it is handed over.
For regulations and guidance governing the carriage of firearms on board, refer to EU
regulation 185/2010, NASP, and Dangerous Goods section of IATA manual. Passengers shall
not be permitted to carry into security restricted areas or on board an aircraft any prohibited
articles. Titan Airways will ensure that any firearm or dangerous article surrendered to their
custody is:
1. To be unloaded; and
2. Not to be carried in any compartment or part of an aircraft to which passengers have
access and the weapon is transported in a sturdy container to prevent any possible
damage during the flight;
3. Ammunition for sporting weapons will be securely boxed and carried in or as hold
baggage;
4. Munitions of war, as opposed to sporting weapons, including their component parts and
ammunition can only be carried with written permission of the State Authorities of
Departure and Arrival Airports and are stowed in an area that is inaccessible to any
person while the aircraft is in flight;
5. Such weapons are not be carried on the Flight Deck or retained by any Crew Member;
6. A lockable tamper-proof container located in the aircraft hold must be used for this
purpose;
7. Firearms and other dangerous articles surrendered by, or confiscated from passengers
at airports of departure will not be returned to them before they reach the airport of
arrival;
8. Customs/Police must be informed, before the articles are restored to the passengers;
9. Prior to authorising approval to carry firearms on board a passenger aircraft, the
appropriate authority for security of the granting state will obtain assurance that the
armed official is legally empowered to possess the weapon and has been trained in the
use, safe keeping and carriage of firearms;
10. Obtaining the approval of the operator is also included in authorising procedures;
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11. Persons granted approval are provided written documentation, which is subsequently
presented to the operator and officials responsible for the security of the flight;
12. Procedures are implemented, which are designed to ensure, prior to boarding, armed
personnel are thoroughly instructed regarding all rules and regulations pertaining to the
carriage of firearms. Such briefing would occur at the time the armed individual initially
checks in for the flight and prior to the passenger screening process. In some cases, an
armed individual may be required to read and sign a document that contains all pertinent
instructions;
13. Airport and operator personnel responsible for security during the screening and
boarding process of the flight, and the law enforcement or other armed authority at the
airport, are made aware of the identity of any armed official;
14. The Pilot-In-Command is notified when weapons and ammunition are carried on the
aircraft and if permitted by the state, the Pilot-In-Command is advised of the seat
location of each armed person on board the aircraft;
15. If more than one armed person is on board a flight, each armed person is made aware
of the seat location of other armed individuals; such notification is accomplished in a
manner that ensures seat locations are not divulged to other passengers so as not to
disrupt any covert assignment; In the event armed persons transfer from one aircraft to
another, it is incumbent on the original operator to facilitate the process by notifying the
next operator and/or crew. Transit and transfer stations are advised and ensure the
integrity of such items;
16. Such notification is accomplished in a manner that ensures all appropriate security
officials and crew members are informed and aware of the armed passenger(s), and
have the necessary documentation that authorise carriage of a weapon by that person;
17. If the flight itinerary of an authorised armed person requires travel on an aircraft
operated in states other than the persons own state, or if an authorised armed person
must enter the jurisdiction of another state, advance coordination is initiated between the
appropriate security authorities to ensure compliance with all laws and regulations of
each of the affected states and operators;
18. Cabin Crew are not permitted to serve alcoholic beverages to authorised armed
passengers;
19. At the final destination, security procedures are implemented to return the weapons
and/or ammunition to the passenger;
20. Titan Airways/ Handling Agent / Security Station Contractor will be responsible for
ensuring that this procedure is effectively operated.
7.5.2 Carriage of Firearms in Titan Airways Aircraft
Firearms and ammunitions may not to be carried in any compartment or part of a Titan Airways
aircraft to which passengers have access.
Passengers shall not be permitted to carry into security restricted areas or on board an aircraft
the prohibited IATA articles.
The acceptance of firearms brought in on board aircraft have to be granted by the Authorities. If
that permission is granted, the Airline and their Handling Agent / Security Contractor will ensure
that:
The carriage of firearms and ammunition will be required for the protection of their
principal and the permission from the ministry to be in written.
Whether police will be accompanying the principal and will be carrying firearms, (loaded
or otherwise) and ammunition on their person;
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Whether police are not accompanying a protected person and will only require firearms
and ammunition to be carried in the hold or other location inaccessible to passengers;
To ensure that suitable secure stowage will take account of any stops en-route to the
police officers final destination: and
To ensure that the firearms and ammunition will be returned to the police officers at the
destination airport in an appropriate location.
The Pilot In Command must be informed of the number of armed passengers and their
position.
7.5.3 Control of Firearms Carriage in a Titan Airways Aircraft
Persons may be in lawful possession of a firearm only if they hold a firearms certificate, but
control authorities may exercise discretion and permit the retention of firearms in an aircraft
without a certificate when they are carried by duly authorised persons for purposes of
protecting the aircraft and passengers.
The control of firearms on board aircraft is exercised by the Authorities and the police. The
Captain of the aircraft will receive a declaration from the Authorities confirming the permission
of carriage of any firearms on board their aircraft and the firearms will either be secured on
board or taken into police custody while the aircraft is on the ground.
The acceptance of firearms brought in on board aircraft have to be granted by the Authorities
and must comply with NASP requirements and the general principles and are also subject to
the following:
1. Only pistols and revolvers will be granted exemption from seizure. Exemption from
seizure will not be given to:
Fire arms which are manufactured or adapted to fire automatically, or in bursts;
Firearms with barrels of more than six inches ( measured internally from the breach
to the muzzle);
Magnum weapons.
2. The number of firearms on board the aircraft must not exceed nine.
3. An Authorised and qualified person will ensure that the weapon/s is/are not loaded.
4. On arrival of the flight an authorised and qualified person will implement all required
security procedures to return the weapon/s and/or ammunition to the passenger.
7.6 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.
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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.
7.7 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. 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.
7.8 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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ANNEX A -
The following are details from the company Air Carrier Security program appropriate for
ensuring handling agents apply the correct policies for Titan Airways operations. Para graph
references may not be included in these extracts and Titan Airways Security department should
be contacted where clarification is required in such cases.
7.9 Passenger Check-In Procedures
The Contracted Representative shall ensure that:
A list of all prohibited articles is made available to passengers at the any ticket desk, and
at each check-in desk or self-service machine (whether landside or airside) used by Titan
Airways; and
Boarding passes, baggage tags and other documents in the airlines possession, which
may be used to gain access to a critical part or an aircraft, are securely stored. He shall
ensure that equipment used for producing or completing such items is securely stored.
7.10 Passenger Questioning
The requirement for questioning of passengers has been removed within Europe. It is
acceptable for handling agents to continue this practice where it forms a part of their standard
operation procedure. Where questioning is used and the passenger meets the criteria for
Selectee (or other similar designator) then selectee enhanced hold baggage screening
functions shall be followed.
7.11 Passenger and Baggage Search Prior to Embarkation
The Contracted Representative shall not cause or permit (unless exempted by the national
authority):
Any passenger to go on board any Titan Airways aircraft unless the passenger has been
searched at the airport to the standard required (by the state of departure).
The cabin baggage and coat/jacket of any passenger to be taken on board any Titan
Airways aircraft unless such items have been searched at the airport to the standard
required (by the state of departure).
7.11.1 Search Standard
The Contracted Representative shall take all reasonable steps to ensure that the searches of
passengers and their cabin baggage are to a standard reasonably to ensure that no prohibited
articles, or any other article over which the person conducting the search has concern, are
present. Any person refusing searching or either the person or baggage shall not be permitted
to travel on the flight
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7.12 Transit Passengers
7.12.1 Passengers on International Flights
The Contracted Representative shall ensure that each transit passenger who arrives on an
international flight:
Remains on board the aircraft upon which he arrived (Not permitted for UK from non-
domestic transit); or
Is escorted to, and remains in a sterile gate lounge after disembarking the aircraft upon
which he arrived, so that he is not permitted to have contact with any person other than:
Those with whom he arrived at the airport;
Passengers and members of the crew of the aircraft on which he intends to depart;
and
Persons whose duty it is to ensure that he has no such contact; or
Is searched, with his cabin baggage, before having contact with departing
passengers, other than those with whom he arrived at the airport or passengers and
members of the crew of the aircraft on which he will depart. .
7.13 Processed Transit Passenger
Where a transit passenger is processed in accordance with the Sterile Gate lounge
arrangement above, the Contracted Representative shall ensure that that passenger (and any
other passenger he may have had contact with in the sterile gate lounge and who also seeks to
leave the lounge) and any items carried by him, are searched before he is permitted any
contact with any searched departing passenger intending to board any other aircraft at the
airport.
7.13.1 Transit Lounge
Where transit passengers are processed in accordance with Sterile Gate lounge arrangement
above, the Contracted Representative shall ensure that the sterile gate lounge is checked for
any prohibited article immediately following the completion of passenger boarding.
7.14 Passenger, Flight Crew and Cabin Crew Movement Control
7.14.1 Supervision
When an aircraft is positioned off-jetty within a critical part the Contracted Representative shall
ensure that departing and arriving passengers are supervised on the ramp to a standard
sufficiently reasonably to ensure that:
There is no deviation from authorised routes to and from the aircraft; and
Departing passengers have no contact with passengers from or on other flights.
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7.14.2 Appropriate Embarkation
The Contracted Representative shall ensure that departing passengers embark upon the
appropriate aircraft.
7.14.3 Appropriate Disembarkation
The Contracted Representative shall ensure that arriving passengers enter the appropriate
arrivals channel of the airports terminal
7.14.4 Transfer of Crew / Passengers
Where he is responsible for the transfer of crew members and / or passengers by vehicle to
and from aircraft, the Contracted Representative shall ensure that the vehicle is searched to a
standard sufficient reasonably to ensure that, following the carriage of arriving passengers and
/ or crew members, no prohibited articles, or any other article over which the person conducting
the search has concern, are on board. The Contracted Representative shall ensure that the
search is undertaken before any departing passengers and / or crew members for an aircraft
board the vehicle.
7.15 Reconciliation of Hold Baggage
Identification and Manifest
The Contracted Representative shall ensure that any item of hold baggage to be taken on
board any of his aircraft is:
Identified as accompanied or unaccompanied hold baggage; and
Recorded as such on a hold baggage manifest relating to that flight.
7.15.1 Conditions of Admission on to a Flight
The Contracted Representative shall not cause or permit any item of hold baggage to be taken
on board any Titan Airways aircraft unless it has been identified as either accompanied or
unaccompanied hold baggage and recorded as such on the hold baggage manifest relating to
that flight.
7.15.2 Process of Identification
The Contracted Representative shall ensure that the process of identification of baggage in
accordance with Identification and Manifest above shall be achieved by either automated or
manual means and in the event of automatic systems failures a manual system is available and
used.
7.15.3 Passenger Identification
The Contracted Representative shall take all reasonable steps to ensure that each passenger
boarding an aircraft, who is recorded as having placed hold baggage in his custody for carriage
in the hold of that aircraft, is in fact the person who placed that hold baggage in his custody.
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7.15.4 Accompanied Hold Baggage
The Contracted Representative shall not cause or permit any item of accompanied hold
baggage to be placed on board any aircraft unless that hold baggage has been searched in
accordance with the required levels of screening for the state of operation.
7.15.5 Passengers Required On Board
The Contracted Representative shall not cause or permit an aircraft to depart from the airport
unless he has taken all reasonable steps to ensure that every person (including any transit
passenger, where appropriate) who has placed hold baggage in his custody for carriage in the
hold of that aircraft is on board the aircraft.
7.15.6 Reunited Hold Baggage
If any person who has placed hold baggage in the custody of the Contracted Representative for
carriage in the hold of an aircraft is not on board that aircraft he shall remove that persons hold
baggage from the hold and shall thereafter treat that baggage as unaccompanied hold
baggage. If such baggage is subsequently placed on board the same aircraft as the person
who placed it in his custody it shall be treated as accompanied hold baggage.
7.15.7 Unaccompanied Hold Baggage
The Contracted Representative shall ensure that no item of unaccompanied hold baggage is
taken on board an aircraft unless the procedures set out in Unaccompanied and Selectee Hold
Baggage have been carried out.
7.16 Hold Baggage Manifest
7.16.1 Required Information
The Contracted Representative shall ensure that a hold baggage manifest is prepared for each
flight made by his aircraft and that the following information is recorded on each manifest:
The flight number; and
The date of the flight.
7.16.2 Item Specific Details
The Contracted Representative shall ensure that, in respect of each item of hold baggage
loaded for a flight, the following information is recorded on the manifest:
The baggage tag number (or other identifier approved in writing by the Appropriate
national authority) that directly links that item of baggage with the passenger recorded as
having placed it in his custody; and
Where the item of hold baggage has been identified by manual means:
Information relating to the flight number; and
Information relating to the date of the flight; and
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Whether the item of hold baggage is accompanied or unaccompanied hold baggage;
and
In respect of each item of unaccompanied hold baggage confirmation that it has
been subjected to the appropriate security controls.
7.16.3 Not Applicable Requirements
The requirements above shall not apply where:
a passenger or a crew member is at or beyond the boarding gate for the flight, or such other
point authorised in writing by the Appropriate national authority, and the Contracted
Representative:
Removes an item of baggage from that person to be placed in the hold; or
Reunites that person with an item of baggage previously placed in his custody,
and the passenger or crew member identifies the baggage as belonging to him; or
The baggage tag number of the item of hold baggage loaded is cross-checked with
information in the Departure Control System, the cross-check confirms that the bag
remains accepted for the flight and the entry on the manifest shows an indication to
confirm the fact; or
The item of hold baggage is unaccompanied; or
Written authority confirming that the information is not required has been issued to Titan
Airways by the appropriate national authority.
7.16.4 Approval of Hold
The Contracted Representative shall ensure that prior to push-back and provided the appointed
person is satisfied that all hold baggage loaded onto the aircraft has been subjected to the
appropriate security controls and authorised for carriage on the flight, the appointed person
legibly signs the hold baggage manifest.
7.16.5 Prior to Signature Checklist
The Contracted Representative shall ensure that, prior to signing the hold baggage manifest,
the appointed person shall:
Where hold baggage has been identified by manual means:
Examine each entry on the hold baggage manifest that has been recorded as above to
satisfy himself that each entry relates to the relevant flight and fully accords with the
requirements of the item specific details above;
Where hold baggage has been recorded on the manifest by manual cross checking
against the DCS system, ensure that there is an indication confirming that fact; and
Compare the number of bags recorded on the hold baggage manifest with the number of
items of hold baggage accepted for the flight recorded in the Departure Control System
and other associated baggage acceptance records;
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Where hold baggage has been identified by automated means:
Examine the hold baggage manifest and any associated documentation to satisfy himself
that each item of hold baggage recorded remains authorised for the relevant flight and
fully accords with the requirements of not applicable requirements; and
Compare the number of bags recorded on the hold baggage manifest with the number of
items of hold baggage accepted for the flight as recorded in the Departure Control System
and other associated baggage acceptance records.
7.16.6 Delegation of Examination
The appointed person may delegate another person to undertake the examinations (required
prior to signature) on his behalf provided that the appointed person receives written
confirmation of the completion and result of such examination.
7.16.7 Signing of a Summary Page
The Contracted Representative shall ensure that the appointed persons either:
Signs each separate page making up the hold baggage manifest; or
Creates and signs a summary that shows separately:
The flight number;
The date;
Where any baggage loaded has been identified by automated means, the number of
accompanied hold bags authorised for carriage that have been identified by automated
means;
The number of accompanied hold bags authorised for carriage that have been identified
by manual means;
Where any baggage loaded has been identified by automated means, the number of
unaccompanied hold bags authorised for carriage that have been identified by automated
means;
The number of unaccompanied hold bags authorised for carriage that have been
identified by manual means; and
A declaration confirming that all reasonable steps have been taken to ensure that hold
baggage has been appropriately identified and recorded on the hold baggage manifest
and that unaccompanied hold baggage has been appropriately searched; and
Attaches to the summary document each separate document that comprises the hold baggage
manifest and which was created manually.
7.16.8 Unaccompanied or Unauthorized Additional Hold Baggage
The Contracted Representative shall ensure that:
Where no unaccompanied hold baggage has been loaded for the relevant flight, the hold
baggage manifest includes a statement to this effect; and
No item of hold baggage is placed on board the aircraft after the manifest has been
signed without the authority of the appointed person.
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7.16.9 Authority for Carriage
Where the Contracted Representative allows an item of unaccompanied hold baggage to be
placed on board an aircraft he shall ensure that a copy of the completed hold baggage
manifest is made available to the aircraft captain.
7.17 Protection of Hold Baggage
7.17.1 Permitted Access to Hold Baggage after Screening
The Contracted Representative shall ensure that only the following persons may have access
to any item of hold baggage after it has been placed in his custody and shall grant such access
only where he believes such a person to have a legitimate reason for requiring access:
Employees or agents of Titan Airways or the airport manager;
Passengers under the continuous supervision of a security agent appointed by him;
Crew members of any of Titan Airways aircraft about to depart from the airport under the
continuous supervision of a security agent appointed by him;
Constables and officers of H.M. Customs and Excise acting in pursuance of their duties;
Authorised persons in exercise of the Secretary of States powers in Section 20 of the Act.
7.17.2 Surveillance of Hold Baggage Prior to Loading
The Contracted Representative shall ensure that whilst any hold baggage or Unit Loading
Devices await loading on to an aircraft they are protected from interference by being guarded
or kept under constant, direct line-of-sight surveillance by a person (or persons) appointed for
the task by him.
7.17.3 Access to Hold Baggage Prior to Loading
Where hold baggage and Unit Loading Devices are protected as above, the Contracted
Representative shall ensure that each person requiring access to such items is challenged,
their credentials checked and their reason for requiring access established. These steps are
not required where it is already known that the person is an authorised person who has
legitimate reason for access; provided that where the authorised person is believed to be a
Department for Transport Security Inspector a challenge shall be made.
7.17.4 Breach of Surveillance Prior to Loading
Where the surveillance requirements have not been complied with, the Contracted
Representative shall ensure that before being placed on board an aircraft the relevant items
are searched by hand or screened by x-ray to a standard sufficient reasonably to detect
prohibited articles.
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7.18 Mishandled Baggage
Where baggage has been mis-handled by way of missing flights, missing labelling or carried on
an incorrect flight it must be retained in a secure area prior to being sent onward to correct
destination or disposal.
Such baggage should be held in a locked cage or room operated by the companys handling
agent at the affected airport. Access to the room/cage shall only be permitted by those
authorised by the Contracted Representative.
Baggage that is to be forwarded by air shall be screened as unaccompanied baggage prior to
subsequent on-loading onto any aircraft. Where baggage is unclaimed after 6 weeks it should
be reported to Titan Airways commercial department who will advise on its disposal.
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TABLE OF CONTENTS
SECTION 8 - BOARDING .................................8i
8 INTRODUCTION .................................81
8.1 Boarding Area preparation .........................81
8.2 Boarding Process ..............................81
8.3 Additional Gate Security ..........................81
8.4 Jump-seat rules ................................82
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SECTI ON SECTI ON 88 -- BOARDI NG BOARDI NG
8 INTRODUCTION
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 PRMs etc then call first)
Verify each passengers 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.
8.3 Additional Gate Security
Some countries (e.g. U.S.A.) 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 third party security
staff. 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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TABLE OF CONTENTS
SECTION 9 - WEIGHT AND BALANCE ......................9i
9 INTRODUCTION .................................91
9.1 Load Control ..................................91
9.2 Standard Seating / Load Plans (SSP/SLP) ..............92
9.3 Baggage/Cargo Loading (and Unloading) ...............92
9.4 Loadsheet ...................................94
9.5 Loadsheet Copy ...............................94
9.6 Last Minute Changes ............................94
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SECTI ON SECTI ON 99 -- WEI GHT WEI GHT AND AND BALANCE BALANCE
9 INTRODUCTION
Titan Airways Flight Deck Crew maintain control of load control of company aircraft including
preparation and completion of the loadsheet. The information provided below and the aircraft
annexes are for handling and cargo agent handling purposes only.
9.1 Load Control
Passenger/Baggage Weights
For load advice purposes, standard passenger weights including hand baggage listed below
should be used.
Table 9-1 Passenger Weight/Mass Constants
Passenger Type Male Female All Adult
Passengers on all flights 88kg 70kg 84kg
except holiday charters
Passengers on holiday 83kg 69kg 76kg
charters
Children (between 2-12 35kg 35kg
years or child under 2 if
occupying a separate seat.
Infants (under 2 years of 0kg 0kg
age if sharing seat with
adult)
All of the above weights are inclusive of cabin baggage. Cabin baggage allowance may NOT
be deducted.
Where passenger load profiles are abnormally biased in terms of passenger mass, these will
where possible be advised to the agent in advance. In the event that an agent identifies a
flight where the above weight allowance would clearly be unsuitable, then this shall be advised
to the Crew or Titan Airways Operations as soon as practicable.
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.
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9.2 Standard Seating / Load Plans (SSP/SLP)
SSP/SLP are available for use on all aircraft. Details are found in appendices.
9.3 Baggage/Cargo Loading (and Unloading)
The Handling/Cargo agent shall compile information on cumulative baggage/cargo noting any
individual or cumulative loads that are abnormal and exceed normal allowances. Where
possible, such items should be individually weighed and the information should then be passed
to Crew for inclusion on the loadsheet.
Where items are taken from passengers as gate delivery items, the information must be made
available to the Crew.
Any other non-normal items (irregular size/density, etc.) shall be advised to the Crew and any
further instructions sought and followed.
Any hold loaded items that are NOT baggage are deemed to be considered cargo. This
includes company material and catering supplies/equipment. Control of this is retained by Titan
Airways with the crew being advised of weight and balance information through internal briefing
systems (Flight/Catering Brief or MEL).
Baggage/Cargo 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 agents 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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Figure 9-1 Passenger Load Report Form
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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.
Table 9-2 EDP versus Manual Loadsheet Data
Aircraft Type Availability
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 in the flight file for not less than the period stated
for document retention in
SECTION 2 -2.5
of this manual.
9.6 Last Minute Changes
Last Minute Changes are an inevitable part of the aircraft operation. Agents must ensure that
information pertaining to additions or removals of passengers, baggage and cargo are advised
to the Crew without delay.
The Crew will perform checks on the weight and balance effect of any change and advised
agents if any additional action is required.
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TABLE OF CONTENTS
SECTION 10 - RAMP OPERATIONS ........................10i
10 INTRODUCTION ................................101
10.1 Ramp Safety in Aircraft Handling ....................101
10.2 Ground Personnel Safety Precautions ................101
10.3 Danger Areas ................................102
10.4 Equipment Restraint Area & Equipment Restraint Line ......102
10.5 FOD Foreign object Debris ......................102
10.6 Aircraft Arrival ................................103
10.6.1 Preparation .................................103
10.6.2 Taxi and parking ..............................103
10.6.3 Marshalling (Equipment / Definitions) ..................103
10.6.4 Parking and Wind conditions .......................104
10.7 Post Parking Actions & Accessing aircraft ..............104
10.7.1 Accessing passenger doors .......................104
10.7.2 Aircraft Servicing ..............................105
10.8 Parking Security .............................105
10.8.1 Security ....................................105
10.8.2 Night Stops .................................106
10.9 Departure (see also Loading & Weight and Balance sections) .106
10.9.1 Engine Start .................................106
10.10 Incident Management and Reporting .................107
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SECTI ON SECTI ON 10 10 -- RAMP RAMP OPERATI ONS OPERATI ONS
10 INTRODUCTION
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.
Additional information and guidance on normal and contingency operations (Severe weather,
etc.) can be found in the Airside Management and Safety section of the IATA AHM.
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.
A person shall be allocated to supervise all airside activities (Dispatcher/Leading
Hand/Ramp Supervisor as applicable).
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10.3 Danger Areas
There is a particular danger of blast damage or injury from the aircraft engines 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
WARNING
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.
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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
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
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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 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
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.
WARNING
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.
10.7.1 Accessing passenger doors
Either suitable height steps or an air-bridge should be positioned without delay for passenger
deplaning.
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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.
WARNING
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)
10.8 Parking Security
10.8.1 Security
Whilst Titan aircraft 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 night stops. 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.
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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.
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.
Internal (Titan Airways) reporting of Ground Handling issues of either a reactive or proactive
basis shall be notified to the company using the TASARS reporting system and
audit/inspections. Issues raised shall be investigated and risk assessed with appropriate
mitigation measures employed as required.
Where significant issues are raised as a result of reporting, audit or inspection then these will
be manager by the Operations Director and referred to either a Safety Action Group or the
Quality Safety Review Board for management level review.
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Figure 10-1 Form 10-1 Sample Incident Report Form
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Figure 10-2 Form 10-1 Sample incident report form / contd
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TABLE OF CONTENTS
SECTION 11 - FUELLING ................................11i
11 INTRODUCTION ................................111
11.1 Fuel delivery .................................111
11.2 General fuelling precautions .......................111
11.3 General Refuelling operations ......................111
11.4 Fuelling with passengers on-board ...................112
11.5 Fuelling Safety Zone ............................113
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SECTI ON SECTI ON 11 11 -- FUELLI NG FUELLI NG
11 INTRODUCTION
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 who have received initial and recurrent training and testing in the delivery of fuel
and associated emergency procedures shall operate refuelling process on Titan Airways
aircraft.
11.2 General fuelling precautions
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.);
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;
smoking is not permitted within 15 metres of the aeroplane while refuelling is in progress;
the correct quantity of anti-freeze additive that is dispensed into the fuel where specified
by the aeroplane manufacturer;
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.
11.3 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
appropriate training/briefing on the manufacturers procedures for the aircraft type involved.
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11.4 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 Flight Crew Member or suitably qualified ground engineer (see note below) must advise
the handling agent and refuelling operative and remain on the flight-deck during
refuelling/defueling. 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.
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;
if required by the local national, or airport Authority, air traffic control and the aerodrome
fire services are to be advised that refuelling/defueling will be taking place with
passengers on board;
crew, staff and passengers are to be advised that refuelling/defuelling is about to take
place;
Loading bridge shall be in place and secure to allow for any emergency evacuation to a
terminal prior to the commencement of refuelling operations. If no loading bridge then
steps should be in place as directed by the crew;
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;
Passengers must be under the supervision of handling agent staff and should be routed to
avoid the fuelling zone (see below). Any baggage identification/retrieval process must take
place away from the fuelling zone;
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;
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;
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;
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;
Suitable fire extinguishing equipment should be available (this is normally a part of the
fuel delivery vehicle equipment);
A bonding connection shall be made between the aircraft and the refuelling vehicle to
provide for a dissipation of electrical energy that may develop.
the ground area beneath the exits intended for emergency evacuation and slide
deployment areas must be kept clear and any servicing being undertaken shall no create
hazard or obstruction;
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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;
Fuelling operations shall be ceased at any time lightning is determined to be a threat.
11.5 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.
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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TABLE OF CONTENTS
SECTION 12 - DE-ICING.................................12i
12 INTRODUCTION ................................121
12.1 Clean Aircraft Concept ..........................121
12.2 Standard Method for Application ....................122
12.2.1 General ....................................122
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SECTI ON SECTI ON 12 12 -- DE-I CI NG DE-I CI NG
12 INTRODUCTION
Titan Airways operates a de-icing program to ensure that aircraft are operated to the Clean
Aircraft concept in hazardous cold weather conditions.
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.
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. Regular locations STN/EDI/EMA/BFS/EMA/EXT/ BOH/CMF are
covered under handling or direct contract and may be subject to audit.
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.
12.1 Clean Aircraft Concept
The assurance that a takeoff is not attempted when ice, snow, slush or frost is present or
adhering to the wing, fuselage or empennage of the aircraft.
Only suitably trained (and current) 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.
The following fluids are currently listed for use:
Type I
Type II
Kilfrost ABC-K
Type IV
AL-34
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.
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.
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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 (see below). Specific aircraft limitations
are covered 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.
12.2 Standard Method for Application
12.2.1 General
1. For maximum effect, fluid will be applied close to the surface of the skin to minimise heat
loss.
2. Do not spray at right angles to the aircraft surfaces.
3. Frost, ice and snow dilutes the fluid. Apply sufficient hot de-icing fluid to ensure that re-
freezing does not occur and that all contaminated fluid is driven off the aircraft surfaces.
4. On vertical surfaces, work from the top down
5. On wings, horizontal stabilisers and elevators, spray from the leading edge to the trailing
edge. Do not spray from the rear, thus avoiding fluid ingress into control surface cavities.
Start at the highest point of the surfaces and work to the lowest parts, i.e. on most
aircraft start at the wing tip and work towards the wing root. Some aircraft (typically 146
types) have anhedral wings, i.e. slope down from the wing root to the wing tip. On these
aircraft types, start spraying at the wing root and work outward to the wing tip.
6. Where an aircraft lands on a runway contaminated with snow, slush or ice, the
Commander may choose to leave the flaps extended for arrival on stand where an
inspection could take place by the qualified engineer to determine if de-icing is required.
Where this is required, a fine cone spray pattern at low pressure should be used to
loosen the contamination prior to a manual method to brush off all contamination and as
much of the fluid residues as possible. Holdover times will not apply to extended flap
treatments. Report details of the treatment to the Commander.
7. On the fuselage, spray along the top centre line and then outboard. Ensure the fuselage
is clear of ice, slush and snow. Do not spray directly at cabin windows.
8. Avoid spraying de-icing fluid directly at antennae, stall vanes, pitot tubes, static vents,
angle of attack airflow sensors or air stream direction detectors and probes. If you
suspect de-icing/anti-icing fluid had contaminated any of these items, you must report
this immediately to the Commander or relevant Engineer.
9. On the Nose and Radome area, Engine Nacelles and Flight Deck Windows, manual
methods of removal e.g. soft bristled brushes or squeegees is the recommended
method. Where de-icing fluids are used, spray fluid using a fine cone spray pattern,
spray from the rear of the nose cone forward and avoid spraying directly onto or near to
Flight Deck Windows as de-icing fluid could cause severe loss of visibility during flight.
Any de-icing fluid remaining on the nose area post treatment where it could blow back
onto the windscreens during take-off or on the Engine Nacelles, must be removed prior
to dispatch using squeegees or equivalent methods.
10. On engine intakes/exhausts and/or fan blades, do not use de-icing fluid to remove ice or
snow contamination. Hot air or other means as recommended by the engine
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manufacturer should be used which is an engineering function. Do not spray de-icing
fluid directly onto thrust reversers.
11. Avoid spraying de-icing fluid directly at or into air intakes of the APU and/or air
conditioning intakes. If you suspect de-icing/anti-icing fluid had contaminated any of
these items, you must report this immediately to the Commander or relevant Engineer.
12. For landing gears and wheel bays, the application of de-icing fluid must be kept to an
absolute minimum. Do not spray de-icing fluid directly onto brakes and wheels.
13. Ensure de-icing treatments are performed symmetrically, i.e. both sides are treated in
the same way, same areas, same amount and type of fluid with the same mixture
strength. This is particularly relevant when the treatment is carried out using two de-icing
rigs.
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TABLE OF CONTENTS
SECTION 13 - SERVICING ...............................13i
13 INTRODUCTION ................................131
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SECTI ON SECTI ON 13 13 -- SERVI CI NG SERVI CI NG
13 INTRODUCTION
Aircraft servicing equipment location diagrams and access points are shown in the respective
aircraft type Appendix.
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TABLE OF CONTENTS
SECTION 14 - CARGO ..................................14i
14 INTRODUCTION ................................141
14.1 Acceptance ..................................141
14.2 Security ....................................141
14.3 ULD/Pallet ..................................142
14.4 Loading ....................................144
14.5 Securing of cargo ..............................144
14.6 COMAT ....................................144
14.7 Dangerous Goods .............................144
14.8 Live Animals .................................144
14.9 Other Special Cargo ............................145
14.9.1 Perishable Cargo ..............................145
14.9.2 Human Remains ..............................145
14.9.3 Outsize and Heavy Cargo ........................146
14.9.4 Fragile Cargo ................................146
14.9.5 High Value Cargo .............................146
14.10 Contingency and Emergency ......................146
14.10.1 Bomb Threat ................................146
14.10.2 Suspected Bomb/Explosives .......................146
14.10.3 Other Emergencies ............................146
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SECTI ON SECTI ON 14 14 -- CARGO CARGO
14 INTRODUCTION
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 use charters and the guidance below relates to
this and the carriage of non-revenue cargo only. All cargo carried must be accepted, handled,
transported and loaded in accordance with all applicable laws, regulations and rules, including
the Air Carrier Security programme.
All documentation and markings associated with the transport of cargo shall be in the English
language and supplemented with local languages as required.
14.1 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:
Proper marks and labelling
Signs of damage or leakage (if present, deny transportation)
Suitability of packaging for transport
Cargo present corresponds to documentation provided/information advised
This requirement also applies to overpacks and built ULD/Pallet consignments.
Where packages are found to be leaking or otherwise damaged and unsuitable for transport
they should not be loaded and the item should be referred back to the shipper.
Once accepted and prior to loading, cargo shall me stored in suitable facilities that provide
protection from weather, contamination and damage. Cargo should be stored in such a manner
that ensures proper separation in accordance with the appropriate IATA manuals for differing
types of cargo such as dangerous goods, radioactive material and other special cargo, such as
human remains, live animals, perishables, valuable cargo and fragile goods.
14.2 Security
Handling / Cargo agents operating a cargo facility are required to ensure that the facility and
procedures provide for a level of protection that meets state requirements for the prevention of
introduction of any prohibited article onto an aircraft or any other unlawful interference.
Cargo facilities that are located within or access security restricted areas or critical parts must
ensure that security control processes are in place that verifies the identity of staff working
within those areas and have screening processes applied that meet the state or local
regulations.
All personnel who are involved in the screening of air cargo or have access to such items after
screening shall be subject to the background check requirements of this manual.
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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.
14.3 ULD/Pallet
Cargo on sole use charter generally requires building on pallets or ULDs. Titan Airways will
ensure these are available in advance (or on the inbound aircraft) and allow for building time
within the schedule.
ULDs should be inspected prior to building and on unloading for airworthiness and
serviceability. ULDs that are damaged shall be withdrawn from service and referred to Titan
Airways for shipping or repair instructions.
If any doubt exists as to the serviceability of a ULD Titan Airways should be contacted to
reference any issues or damage against the manufacturers maintenance and component
manuals/records which are held in the Titan Airways Engineering Technical Library.
In the event that dangerous goods are being carried in ULDs then the handling/cargo agent
shall ensure that the ULD:
1. Is marked with the class or division number( of such dangerous goods;
2. If a ULD contains packages bearing a Cargo Aircraft Only (CAO label, it indicates the
ULD can only be loaded onto a cargo aircraft.
Pallets/ULDs should be built up so they are evenly loaded across the floor area 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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Figure 14-1 ULD Damage Report
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14.4 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 staff must remain vigilant to ensure that packages that are either damaged or leaking
are not loaded onto aircraft. They should be returned to the cargo facility and referred back to
the shipper.
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 Captains 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)
14.5 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
in-flight, either by use of volume of other cargo and baggage or by securing to the floor
structure of the hold.
14.6 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.
14.7 Dangerous Goods
See SECTION 16.
14.8 Live Animals
Titan Airways does not routinely carry live animals. When such occasions arise the animals
shall only be carried in accordance with the IATA Live Animal Regulations in force at the time.
All animals shipments shall not be accepted unless the appropriate certificate document is
provided by the shipper.
Information on loading locations for animals can be found in the individual type annex to this
manual.
Other considerations when carrying live animals:
All live animals shall be loaded in the prescribed compartments.
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The cages shall always be tied down or lashed to avoid any movements during takeoff,
flight or landing.
Cages shall be stowed with sufficient space between them and other loads to guarantee
sufficient supply of air.
Cages must not be stowed directly in front of air ventilation outlets or in direct contact with
outer compartment walls.
Live animals shall not be loaded in the same compartment with edible cargo or catering
supplies, human remains (HUM) or dry-ice (ICE) in larger quantities.
Live animals shall always be stowed well above the stowage level of dry ice, even in small
quantities.
Animals with an intensive odour shall not be loaded on a predominantly passenger flight.
The doors of cargo compartments with live animal loads shall be closed as late as
possible and opened at transit and/or destination stations first; special care must be taken
in case of strong winds, heavy rain, snow fall and extreme local temperature conditions.
Information to crew. The commander shall be informed about the transportation.
14.9 Other Special Cargo
When requested, Titan Airways will transport special cargo listed below in the manner
described:
14.9.1 Perishable Cargo
Any perishable cargo should be referred by the agent to Titan Airways for further instruction
unless advised in advance. Carriage shall only be in accordance with the IATA PCR and the
state regulations of the origin and destination.
Perishable cargo shall be accepted for carriage only if properly packed in order to avoid
damage and/or contamination to other loads, ULDs or compartments.
In the event of any delay to perishable goods Titan Airways will liaise with the shipper to
determine appropriate action.
14.9.2 Human Remains
Requests for transportation shall be directed to Titan Airways operations and the contents of
the requests shall include the following information:
Passengers name, date of birth and death;
Reason for death;
Flight number, date and routing for the transportation requested;
The undertakers address and telephone number at the destination;
Human remains shall be contained in a coffin with a hermetically sealed inner container of
bronze, lead or zinc. In case of cremated remains, the casket must be packed in a sealed outer
box or case.
The handling agent must obtain a certificate of death issued by the Civil Registrar (or
equivalent depending on jurisdiction/State). In case of cremated remains, an official Certificate
of Cremation must be obtained. Certificates should be legalised where necessary, by the local
notary/consul of the country of destination.
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All certificates and the passport shall be attached to a cargo manifest.
The coffin shall be loaded on the aircraft and secured to prevent any in-flight movement.
The Commander of the aircraft shall be notified of the weight and location of the coffin.
14.9.3 Outsize and Heavy Cargo
Any outsize or heavy (HEA) cargo should be referred by the agent to Titan Airways for further
instruction unless advised in advance.
14.9.4 Fragile Cargo
Any fragile cargo should be referred y the agent to Titan Airways for further instruction unless
advised in advance.
14.9.5 High Value Cargo
Any high value cargo should be referred by the agent to Titan Airways for further instruction
unless advised in advance. It is important that details of high value shipments are always kept
confidential between those directly involved.
Titan Airways will, where necessary, provide information on suitable handling and security
measures to be applied in respect of such shipments.
14.10 Contingency and Emergency
14.10.1 Bomb Threat
In the event the cargo facility is targeted by a bomb threat of whatever nature then local
evacuation procedures should be implemented immediately and law enforcement/emergency
agencies contacted for response.
Should a threat be directed to Titan Airways then the company will invokes its contingency
response including contacting the affected agent to invoke procedures as above.
14.10.2 Suspected Bomb/Explosives
In the event the screening process reveals the presence of either a suspect bomb or
undeclared explosive material then local evacuation procedures should be implemented
immediately and law enforcement / emergency agencies contacted for response.
14.10.3 Other Emergencies
Agents shall use the appropriate local procedures or information from the IATA AHM in
response to other emergencies. Law enforcement / emergency agencies should be contacted
for response where appropriate.
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TABLE OF CONTENTS
SECTION 15 - MAIL ....................................15i
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SECTI ON SECTI ON 15 15 -- MAI L MAI L
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 ULDs 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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TABLE OF CONTENTS
SECTION 16 - DANGEROUS GOODS CARGO ..............16i
16 INTRODUCTION ................................161
16.1 Acceptance ..................................161
16.2 Loading / Unloading ............................161
16.3 Notice to Commander ...........................162
16.4 Undeclared Goods .............................163
16.5 Incidents ....................................163
16.6 Signage ....................................164
16.7 Undeclared/Mis-Declared Dangerous Goods ............164
16.8 Spillage or leakage of dangerous goods in holds .........164
16.9 Documentation ................................164
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SECTI ON SECTI ON 16 16 -- DANGEROUS DANGEROUS GOODS GOODS CARGO CARGO
16 INTRODUCTION
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
Staff involved in the acceptance and/or loading of Dangerous Goods shall receive such initial
and recurrent training in the following (minimum) areas:
1. General Philosophy
2. Limitations
3. General requirements for shippers (acceptance staff
4. Classification (acceptance staff
5. List of Dangerous Goods (acceptance staff
6. General packing requirements (acceptance staff
7. Packing instructions (acceptance staff
8. Labelling and marking
9. Shippers declaration and other relevant documentation (acceptance staff
10. Acceptance procedures (acceptance staff
11. Recognition of undeclared dangerous goods
12. Storage and loading procedures
13. Flight Crew notification (NOTOC
14. Provisions for passengers and/or Crew
15. Emergency procedures
16.1 Acceptance
Dangerous Goods warning signage shall be displayed at all cargo acceptance points.
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.
16.2 Loading / Unloading
Loading and Unloading of dangerous goods shall only be completed by DGR trained personnel
under the supervision of an appropriately qualified person.
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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.
When dangerous goods hazard and handling labels are discovered to be lost, illegible or
detached from shipments after formal acceptance by the handling/cargo agent, such labels
shall be replaced in accordance with the information provided on the Shippers Declaration for
Dangerous Goods. Replacement of labels does NOT apply where labels are found to be
missing or illegible at the time of acceptance.
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 which are being shipped as Cargo Aircraft Only shall be subject to meeting
the following loading restrictions unless otherwise notified by Titan Airways:
Loaded in a Class C compartment; or
In a ULD container equipped with a fire detection/suppression system equivalent to that
required by the certification requirements of a Class C compartment as determined by the
relevant authority; or
In such a manner that in the event of an emergency involving such packages or
overpacks, a Crew Member or other authorized person can access those packages or
overpacks and can handle and where size or weight permit separate such items from
other cargo.
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 excludes a
crew member, an operators 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.
16.3 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 / ULD identification; and
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Confirmation that there is no evidence of damaged or leaking packages.
The NOTOC shall be signed by the Commander and one copy retained on the ground as
below.
Copies of both documents shall be readily available on the ground at point of departure and
destination for the duration of the flight. In the event that departure station agent (including
Cargo department) is not staffed 24H 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.
16.4 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
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.
16.5 Incidents
Initial response to a dangerous goods incident shall be to ensure the safety of passengers and
all staff.
Any incidents involving dangerous good either shipped on, or due to be shipped on a Titan
Airways aircraft shall be reportable to Titan Airways (SITA or Fax) and to the State of
occurrence.
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
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16.6 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.
16.7 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
16.8 Spillage or leakage of dangerous goods in holds
Should any spillage or leakage of hazardous contamination and/or dangerous goods occur, the
following actions, as applicable, should be taken:
Remove items from aircraft and immediate zone as soon as practicable.
Prevent item from being loaded and remove from vicinity of aircraft.
Contact emergency services as appropriate.
Assess contamination to other baggage/cargo or ULDs and remove/prevent loading such
items as applicable.
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.
A report shall be sent to Titan Airways within 24 hours of any such incident and to the
appropriate authority of the State of the occurrence, if required.
16.9 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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Figure 16-1 Form17-1 Dangerous Goods - Notice to Commander
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TABLE OF CONTENTS
SECTION 17 - CARRIAGE OF ELECTRIC MOBILITY AIDS .......17i
17 INTRODUCTION ................................171
17.1 Check-in ....................................171
17.2 Wheelchairs/Mobility Aids with Non-Spillable Wet Batteries or with
Batteries which Comply with IATA DGR Special Provision A123
..........................................171
17.3 Wheelchairs/Mobility Aids with Spillable Batteries .........172
17.4 Wheelchairs/Mobility Aids with Lithium Batteries ..........173
17.5 Aircraft Loading ...............................174
17.5.1 Notification to Crew ............................175
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SECTI ON SECTI ON 17 17 -- CARRI AGE CARRI AGE OF OF ELECTRI C ELECTRI C MOBI LI TY MOBI LI TY
AI DS AI DS
17 INTRODUCTION
17.1 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.
Table 17-1 Check In Process
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
17.2 Wheelchairs/Mobility Aids with Non-Spillable Wet Batteries
or with Batteries which Comply with IATA DGR Special
Provision A123
CAUTION
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
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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.
1. Non-spillable batteries must comply with IATA DGR Special Provision A67 or the
vibration and pressure differential tests of Packing Instruction 872;
2. 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)
3. 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.
17.3 Wheelchairs/Mobility Aids with Spillable Batteries
CAUTION
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.
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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:
1. (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.
2. 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;
3. 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).
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).
17.4 Wheelchairs/Mobility Aids with Lithium Batteries
CAUTION
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
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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:
1. 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;
2. 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).
3. 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;
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.
4. 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;
17.5 Aircraft Loading
CAUTION
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
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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. Once in position
the aid shall be secured to approved tie down points to ensure that vertical and lateral
movement is prevented.
Table 17-2 Loading Procedure
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 :
Weight/location of mobility aid
Location of batteries removed from collapsible mobility aids
ANY OCCURRENCE INCLUDING INSECURE STOWAGE, DAMAGE OR
UNCOMMANDED OPERATION ARE REPORTABLE INCIDENTS.
17.5.1 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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Figure 17-1 Electric Mobility Aid Tag
NON-SPILLABLE BATTERIES TECHNICAL SPECIFICATION
Batteries can be considered as non-spillable provided that:
At a temperature of 55C, the electrolyte will not flow from a ruptured or cracked case.
The battery contains no free or unabsorbed liquid.
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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.
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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TABLE OF CONTENTS
SECTION 18 - EMERGENCY RESPONSE ....................18i
18 INTRODUCTION ................................181
18.1 Departure Handling Agent ........................181
18.2 Contact Details ...............................181
18.3 Support Functions .............................181
18.3.1 Airport Friends and relatives reception Centre (FRRC). ......182
18.3.2 Airport Survivors Reception Centre (SRC) ..............182
18.3.3 Providing support ..............................182
18.4 Media attention ...............................182
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SECTI ON SECTI ON 18 18 -- EMERGENCY EMERGENCY RESPONSE RESPONSE
18 INTRODUCTION
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.
18.1 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
18.2 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:- crisis@titan-airways.co.uk, ops@titan-airways.co.uk
BAA line: STN - 3249
MOBILE:- 07881 922140
OPS DIRECT LINE :- 01279 680357 / Pre ops direct lines 01279 669737 / 01279 669613
18.3 Support Functions
Another role of the handling agent in any emergency situation, is to provide support staff and
assistance in the following areas:
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18.3.1 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
18.3.2 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
18.3.3 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.
18.4 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.
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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.
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 carriers 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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TABLE OF CONTENTS
SECTION 19 - CONTINGENCY PLANNING ..................19i
19 INTRODUCTION ................................191
19.1 Disruption Procedures ...........................191
19.2 Denied Boarding ..............................191
19.3 Delay Notice .................................192
19.4 Lost Baggage ................................193
19.5 Contingency Guidance ..........................194
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SECTI ON SECTI ON 19 19 -- CONTI NGENCY CONTI NGENCY PLANNI NG PLANNI NG
19 INTRODUCTION
19.1 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.
19.2 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.
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:
EUR 250 for all flights of 1500 kilometres or less;
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EUR 400 for all intra-Community flights of more than 1500 kilometres, and for all other
flights between 1500 and 3500 kilometres;
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:
By two hours, in respect of all flights of 1500 kilometres or less; or
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
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:
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.
And we will offer, free of charge:
1. Meals and refreshments in a reasonable relation to the waiting time;
2. 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;
3. Transport between the airport and place of accommodation (hotel or other); and
4. Two telephone calls, telex or fax messages or e-mails.
19.3 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
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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:
For two hours or more in the case of flights of 1500 kilometres or less; or
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
For four hours or more in the case of all flights not falling under (a) or (b).
We will offer free of charge:
Meals and refreshments in a reasonable relation to the waiting time; and
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:
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
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.
19.4 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
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Telephone: 0870 950 6920
Fax: 01293 464101
19.5 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
Advise Titan Airways operations without delay.
Liaise with airport authority for set up of a reception centre to account for all passengers
Follow guidance detailed in section Emergency Procedures of this manual
Illness on-board
Notify health authorities as required by situation / national regulation
Liaise with crew in advance of arrival for the arrangement of medical service on stand
Provide support for any special requirements from health authorities
Civil Unrest
Agents should seek a safe place for passengers / crew and own personnel
Communicate situation to Titan Airways operations
Terminal Evacuation
Contact Titan Airways operations to liaise on plans for reinstatement of operation
(generally this will be acceptance of the required delay)
When possible, use PA announcements to regroup the passengers at the boarding area
Liaise with Titan / Charter rep regarding any missing passengers
Baggage belonging to missing passengers shall be removed prior to departure.
Fuel Spill
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 advise crew and refueller immediately;
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.
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TABLE OF CONTENTS
SECTION 20 - QUALITY .................................20i
20 INTRODUCTION ................................201
20.1 Inspection ...................................201
20.2 Quality Audit .................................201
Appendix A - Airbus A320.....................................203
Appendix B Boeing 737-300 .................................2019
Appendix C Boeing 757-200 .................................2035
Appendix D Boeing 767-300ER ...............................2053
Appendix E Bae146-200 / RJ100 ..............................2071
Appendix F - Despatch from Stansted .............................2085
Appendix G Royal Mail Turnaround Plan BAe 146-200 .................2087
20.3 Introduction .................................2087
20.4 Taxi ......................................2087
20.5 Shutdown ..................................2087
20.6 Chocks/Cones ...............................2087
20.7 Tail Strut/Sill Protector ..........................2087
20.7.1 Tail Strut ..................................2087
20.7.2 Sill Protectors ...............................2088
20.8 Forward Steps ...............................2089
20.9 GPU ......................................2089
20.10 Operation of Freight Door ........................2089
20.11 HiLo Positioning ..............................2089
20.12 Dolly Alignment ..............................2089
20.13 Bear Clamp Release ...........................2090
20.14 Securing of Straps .............................2092
20.15 On Load ...................................2094
20.15.1 Manoeuvring of ULDs (Loading) ....................2094
20.15.1.1 To Secure ................................2094
20.16 Removal of Tail Strut/Sill Protectors .................2094
20.16.1 Departure Procedure (Remove after ULD position E has been
loaded) ...................................2094
20.17 Steps .....................................2095
20.18 Chocks/Cones ...............................2095
20.19 Start Crew ..................................2095
Appendix H - Royal Mail Turnaround Plan - B737-F_QC ...................2097
20.20 Introduction .................................2097
20.21 Taxi ......................................2097
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20.22 Shutdown ..................................2097
20.23 Chocks/Cones ...............................2097
20.24 Sill Protector ................................2097
20.24.1 Sill Protectors ...............................2097
20.25 Forward Steps ...............................2098
20.26 GPU ......................................2098
20.27 Operation of Freight Door ........................2098
20.28 HiLo Positioning ..............................2098
20.29 Unloading ..................................2098
20.30 Bear Clamp Release ...........................2099
20.31 Securing of Straps ............................20100
20.32 On Load ..................................20102
20.32.1 Manoeuvring of ULDs (Loading) ...................20103
20.33 Securing of Load .............................20103
20.33.1 To Secure .................................20103
20.34 Belly Loading ...............................20103
20.35 Removal of Sill Protectors .......................20104
20.35.1 Departure Procedure (Remove after ULD position E has been
loaded) ...................................20104
20.36 Steps ....................................20104
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SECTI ON SECTI ON 20 20 -- QUALI TY QUALI TY
20 INTRODUCTION
Titan Airways maintains oversight of handling and cargo operations through both inspections
and audit. Full information on the Quality Audit programs is located in the Safety and Quality
Manual and inspections are detailed in the Operations Control Manual.
Appendix G Royal Mail Turnaround Plan B737-F/QC
20.1 Inspection
Inspection of handling agent, cargo agent, fuel and other ancillary services may be undertaken
by Titan Airways staff at any point in time. This may involve ground staff monitoring, check-in,
cargo acceptance, and/or ramp operations but may also be by way of Flight Deck Crew
monitoring services provided.
Any findings from such inspections will be reported back in writing to the agent without delay
and timescales agreed for rectification.
20.2 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 is based on the Titan Airways audit checklist and AHM612 and will be defined by
the auditor or audit team. The following key areas will be covered:
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.
Non-conformities should be subject to the following actions
1. Root cause analysis
The general principals of root cause analysis are:
Aiming performance improvement measures at root causes is more effective than
merely treating the symptoms of the problem.
To be effective, root cause analysis must be systematically performed, with
conclusions and causes supported by documentary evidence.
There is often more than one root cause for any single non-compliance.
To be effective, the analysis needs to identify as many casual relationships
between the root cause and the identified non-compliance.
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2. Planned corrective action
3. Implementation plan for corrective action
Evaluation of the implementation and effectiveness of corrective action may require follow up
audit or inspection by Titan Airways.
Where significant issues are raised as a result of audit or inspection then these will be
managed by the Operations Director and referred to either a Safety Action Group or the Quality
Safety Review Board for management level review.
Findings and corrective action periods will normally be as shown in Table 20-1
Table 20-1 Findings and Corrective Action Periods
Level Description Effect Action
Level 1 An extremely serious audit
Immediate cessation of affected
Death or Serious Injury; or
finding, the effect of which could
activity; and/or
reasonably be expected to
Serious Injury; or
Corrective action plan before
cause the Effects listed in the
Serious Financial Loss; or
resuming activity
adjacent column.
Serious damage to
reputation.
Level 2 Non-compliance with Procedural Investigation required and
Personal Inury; or
Requirements which could lower corrective action implemented
the safety or operating standard within 90 days.
Damage to property; or
and possibly hazard flight safety.
Unnecessary cost or
An audit finding, the effects of
significant inefficiencies; or
which could reasonably be
significant deviation from
expected to cause the effects
statutory, regulatory,
listed in the adjacent column.
procedural or other
applicable higher level
standard; or
Significant deterioration in
employees working
environment.
Level 3 Observation, which in the Comments required from
Can if not addressed
opinion of the auditor and based organisation under audit prior to
have the potential to become
on the sample audited is not closure.
a Level 2 finding.
considered serious but could
have the effect listed in the
adjacent column.
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APPENDIX A - AIRBUS A320
A320
Manufacturer
Airbus Industrie
Toulouse
France
Fleet Aircraft G-POWI MSN2791
Passenger Capacity 168Y
Crew Complement Normal 2 + 4
Engines 2 x IAE V2527-EA5
Range 3600nm
Speed M0.78 TAS 440kts
MTOW 77,000kg
Policies
The following applies to operation of the Titan Airways Airbus A320 aircraft:
AVI
Animals may be carried with prior notification in either FWD or AFT hold. Preference is for the 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 container of lead, zinc or bronze. Caskets containing cremated remains must be
packed in a sealed outer box or case.
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General Arrangement
Figure 20-1 General Arrangement and Dimensions
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FORWARD Hold Compartments:
Floor Loading Limit: 732 kg/m2 (68 kg/ft2)
Limitations Compartment 1
Section Maximum Load Capacity
11 1,045 kg
12 1,225 kg
13 1,132 kg
TOTAL (FWD HOLD) 3,403 kg
Figure 20-2 FORWARD Hold
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AFT Hold Compartments:
Floor Loading Limit: 732 kg/m2 (68 kg/ft2)
Limitations Compartment 3 Limitations Compartment 4
Section Maximum Load Capacity Section Maximum Load Capacity
31 1,301 kg 41 928 kg
32 1,125 kg 42 1,182 kg
Compartment Total 2,426 kg Compartment Total 2,110 kg
TOTAL ( AFT HOLDS) 4,536 kg
Figure 20-3 AFT Holds
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FORWARD Hold Door Sizes:
Figure 20-4 FWD Hold Door Sizes and Stations
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AFT Hold Door Sizes:
Figure 20-5 AFT Hold Door Sizes and Stations
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REAR (BULK) Hold Door Sizes:
Figure 20-6 REAR (Bulk) Cargo Hold Door Sizes and Stations
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FORWARD Hold Max Package Size:
Figure 20-7 FWD Hold Max. Package Size
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AFT Holds Max Package Size tables:
Figure 20-8 AFT Holds Max. Package Size
Hold Loading Guidance
The Loading Instruction Form example may be used to communicate loading instructions. Captain retains ultimate
authority over load distribution.
Forward Hold Aft Hold
1/3 by weight 2/3 by weight
Loadsheet
Captains shall complete a manual Loadsheet for each flight. AHM560 material is not supplied by Titan Airways for DCS
systems.
Standard Seating Plan (SSP) : None
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Figure 20-9 A320 Loading Instruction Form
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GSE Location Diagram:
Figure 20-10 GSE Location / Servicing Plan
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GSE Servicing Diagram:
Figure 20-11
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168Y Seating Configuration
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Ground Manoeuvring
Figure 20-12 Jet Blast
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Ground De-Icing
Figure 20-13 De-Icing Sensitive Areas
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APPENDIX B BOEING 737-300
Table 20-2 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 Various (See LOPA)
capacity
Crew Normal 2 + 3
Complement
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.
Table 20-3 Policies B737-300
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
Figure 20-14 Aircraft Layout/Dimensions
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Hold Compartments
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Hold Compartments
Max Load : 2203kg
Max Load : 3469kg
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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 FWD Hold
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GSE Charts
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GSE Charts
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Load Planning
Hold Loading Guidance
Captain retains ultimate authority on load distribution. The following is a guide only
Forward Hold: 1/3 by weight
Aft Hold: 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
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
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Ground
Manoeuvring
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Ground
Manoeuvring
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Ground De-icing
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APPENDIX C BOEING 757-200
Table 20-4 Basic Data
Manufacturer
Boeing Company
P.O.Box 3707,Seattle
Washington 98124, USA
Fleet Aircraft
G-ZAPX MSN29309
GPOWH MSN29308
Passenger Various (See LOPA)
capacity
Crew Normal 2 + 5
Complement
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
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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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GSE Location / Servicing Diagrams
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Load Planning
Hold Loading Guideline
Captain retains ultimate authority on load distribution. The following is a guide only
Forward Hold: 1/3 by weight
Aft Hold: 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 k
2. The preference is for SSP
3. Total number of passengers seated in bays A and C should not differ by more than 1
4. Up to 500kg of catering/crew bags are permitted in Hold A for both SSPs.
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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.
Note: 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
Note: 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.
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
The diagrams below show the effects of jet blast and exhaust hazards at idle power and breakaway
Manoeuvring
power.
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Ground
Manoeuvring
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Ground De-icing
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APPENDIX D BOEING 767-300ER
Basic Data
Manufacturer Boeing Company
P.O.Box 3707,Seattle
Washington 98124, USA
Fleet Aircraft G-POWD MSN30847
Passenger 265Y
capacity
Crew Normal 2 + 6
Complement
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
PASSENGER Titan Airways B767 aircraft does not have an L2 door. All passenger boarding is through L1 and
LOADING allowances must be made for aircraft positioning on stand to allow jetbridge use.
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Dimensions
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Hold Compartments
Max Load : 20411kg (cumulative loading restrictions apply)
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Hold Compartments
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
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:-
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ULD Capability / Arrangement
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
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 ULDs vary. The approx bag capacity is
based on an assumed average and will vary by size and shape actual baggage.
Additionally other types of ULDs 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 ULDs or Pallets.
Other compatible ULDs are:-
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ULD Capability / Arrangement
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 ULDs
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:-
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.
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 ULDs, 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. LD3s are three
quarter width, but occupy 2 positions and LD8s are full width and occupy two positions.
When operating with TITAN ULDs, 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 ULDs are left behind or misplaced.
Hold 5 is accessible from the left hand side of the aircraft and is a bulk hold only.
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Load Planning Hold Loading Instructions
Captain retains ultimate authority on load distribution.
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.
Step loading and unloading: unless the ULDs are empty always off load the rear hold first then
the FWD hold. When loading, the FWD hold must be loaded first then the rear hold.
Before loading the lower hold check the locks are in the correct positions for the ULDs or pallets
being loaded.
If loading containers LD2s or LD3s check they are round the right way before loading.
Once the ULD is in position and locked in turn of that positions drive motor.
When the loading is complete check all locks are up and the bin centre control locks are set on
the control panel.
Raise the entrance locks, manually in the rear hold and by switch in the FWD hold.
When loading or off loading pallets in the FWD hold the pallet loading switch must be activated
to raise and lock the entrance locks.
Check the lateral and horizontal bar is up and in place.
When working in the lower hold watch your footing and stay on the walk way at all times, parts
of the floor are open; this is a potential risk for trips and falls.
Once the loading or off loading is complete check all locks are in position and any bins or pallets
are locked in place.
Make sure the entrance locks are up and locked in place in
Turn the inboard controls power off and shut the door.
Once the Hilo is clear shut the hold doors making sure they are fully shut and flush with the
fuselage, the vent doors are shut and the white light (door lock indicator) has come on.
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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GSE Charts
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GSE Charts
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The diagrams below show the effects of jet blast and exhaust hazards at idle power and breakaway
Ground
power.
Manoeuvring
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Ground
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Ground De-icing
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APPENDIX E BAE146-200 / RJ100
Table 20-5 Basic Data
Manufacturer British Aerospace
Fleet Aircraft
G-ZAPK
G-ZAPN
G-POWF (RJ100)
Passenger Various (See LOPA)
capacity
Crew Normal 2 + 2
Complement
Engines
4 x Lycoming ALF504-R5
4 x Lycoming LF507-1F (RJ100)
Range 1400nm
Speed 420kt
MTOW
42,184kg
44,999 kg (RJ100)
Policies
The following policies are applicable to the operation of the Titan Airways Boeing 146/RJ
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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Dimensions
Figure 20-15 RJ100
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Hold Compartments
Forward Hold Max : 1520kg (146) / 1920kg (RJ100)
Figure 20-16 Cubic Capacity :
Aft Hold Max : 1506kg (146) / 1829kg (RJ100)
Figure 20-17 Cubic Capacity :
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
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Max Package Size tables FWD Hold
Max Package Size tables AFT HOLD
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GSE Charts
Figure 20-18 Passenger Operation
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GSE Charts
Figure 20-19 Cargo Operation
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Figure 20-20 Servicing Points
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
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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).
Ground
Manoeuvring
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Ground De-icing
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APPENDIX F - DESPATCH FROM STANSTED
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APPENDIX G ROYAL MAIL TURNAROUND PLAN BAE 146-
200
20.3 Introduction
This document contains details of Titan Airways requirements and expectations of handling
agents when providing turnarounds 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.
20.4 Taxi
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.
20.5 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.
20.6 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
20.7 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.
20.7.1 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.
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Place strut under jacking adapter
Ensure release valve in secure by turning clockwise
Use manual pump to raise A (see Figure 20-21) into jacking adapter
Secure unit by installing shear pin
Figure 20-21 Tail Strut
NOTE
If securing pin not re-attached after stowing sill protectors and tail strut, warning light in cockpit will
not extinguish.
20.7.2 Sill Protectors
Sill protectors are available and are stowed in the aft underfloor hold (Hold 4). These are to be
used for all turnarounds. Protectors must be carried (not dragged) and be fitted immediately
after door opening. Once all ULDs are loaded protectors shall be removed prior to door closure
and re-stowed in the hold. Dispatcher shall confirm to Captain that both sill protectors and tail
strut stowed prior to door closure.
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Figure 20-22 Sill Protector(s)
20.8 Forward Steps
Passengers steps suitable for a 1.95m sill height should be placed at the forward passenger
door on arrival.
20.9 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
20.10 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.
20.11 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.
20.12 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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Figure 20-23 HiLo Positioning and Dolly Alignment
20.13 Bear Clamp Release
To Release, press release button in centre to un-secure.
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Figure 20-24 Bear Clamp (Locked and Unlocked)
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Figure 20-25 Fixed Lock (Stop)
20.14 Securing of Straps
Securing straps on ALL ULDs 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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Figure 20-26 Ensure All Straps are Secured
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20.15 On Load
Order of loading ULDs must be agreed with the Captain.
For the QC aircraft, the following can be used as a guide.
Figure 20-27 On Load
20.15.1 Manoeuvring of ULDs (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.
20.15.1.1 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.
20.16 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 should be removed.
20.16.1 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
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Replace shear pin
Allow A to fully retract (allow 30-60 secs)
Re-stow in aft hold. Sill protectors to be carried NOT dragged
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.
Dispatcher shall confirm to Captain that both sill protectors and tail strut stowed prior to door
closure.
20.17 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.
20.18 Chocks/Cones
Remove.
20.19 Start Crew
Start crew should be in position no later than STD-5 (STD minus 5 minutes).
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APPENDIX H - ROYAL MAIL TURNAROUND PLAN - B737-
F_QC
20.20 Introduction
This document contains details of Titan Airways requirements and expectations of handling
agents when providing turnarounds 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.
20.21 Taxi
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.
20.22 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.
20.23 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
20.24 Sill Protector
Ground staff members should collect the sill protectors from the hold and install. These must be
carried from the hold (NOT dragged) and be fitted to the aircraft prior to any unloading/loading
operation.
20.24.1 Sill Protectors
Sill protectors are available and are stowed
GZAPV Forward hold stowage
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GZAPW Forward hold stowage
GZAPZ Forward hold stowage
GPOWC Forward hold stowage
These are to be used for all turnarounds. Protectors should be fitted after door opening and
prior to the Hi-Loader contacting the aircraft. Once all ULDs are loaded protectors shall be
removed prior to door closure and re-stowed. Dispatcher shall confirm to Captain that both sill
protectors stowed prior to door closure.
20.25 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.
20.26 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.
20.27 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.
20.28 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.
20.29 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
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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
20.30 Bear Clamp Release
To Release, press clamp to un-secure.
Figure 20-28 Bear Clamp (Locked)
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Figure 20-29 Bear Clamp (Unlocked)
20.31 Securing of Straps
Securing straps on ALL ULDs 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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Figure 20-30 Ensure All Straps are Secured
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20.32 On Load
Order of loading ULDs must be agreed with the Captain.
The diagram in Figure 20-31 may be used as a guide only.
Figure 20-31 On Load
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
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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.
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 shouldnt 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.
20.32.1 Manoeuvring of ULDs (Loading)
ULD should be loaded one at a time.
There should be a step loading process. ULDs 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.
20.33 Securing of 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.
20.33.1 To Secure
Pull up in rear of clamp.
20.34 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.
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20.35 Removal of Sill Protectors
One the last ULD has been loaded and secured in position all ground crew should exit the
aircraft and the HiLo should be removed.
20.35.1 Departure Procedure (Remove after ULD position E has been
loaded)
One ground crew member should remove the sill protector before the HiLo has been removed.
This should carried (NOT dragged) to the hold and be secured in its correct stowage.
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.
20.36 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.
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