Professional Documents
Culture Documents
December 2012
© Titan Airways
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© Titan Airways
AMENDMENT RECORD
Current
© Titan Airways
Amendment Date Amended by Date Amended
No. Issued
© Titan Airways
List of Effective Pages 47. 13OCT12 97. 13OCT12
48. 13OCT12 98. 13OCT12
Page Effective 49. 13OCT12 99. 13OCT12
Date 50. 13OCT12 100. 13OCT12
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3. 13OCT12 53. 13OCT12
4. 13OCT12 54. 13OCT12 Annex B767
5. 13OCT12 55. 13OCT12 1. 13OCT12
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26. 13OCT12 76. 13OCT12 Annex B757
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46. 13OCT12 96. 13OCT12 20. 13OCT12
© Titan Airways
Annex B737 13. 13OCT12
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Annex RM 13OCT12
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© Titan Airways
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Preface
The following pages contain information and guidance for handling agents involved in Titan Airways’
ad-hoc charter operations. Agents should use the IATA Airport Handling Manual (AHM), IATA
Ground Operations Manual and content of this manual, which qualifies and amplifies items from the
AHM. Acceptance of a handling request from Titan Airways shall be treated as an agent’s
acceptance of the procedures contained within this manual. It shall be the responsibility of the
relevant Station Manager to ensure that each operation is managed using the latest downloaded
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copy of this manual.
This manual is also designed to provide guidance for those handling agents working with Titan
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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.
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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.
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The company offers a high quality service and is registered to the EU-OPS and ISO9000 Quality
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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
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Safety Commitment
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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.
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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.
© Titan Airways
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© Titan Airways
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Contents
Preface .................................................................................................................................................... 1
Safety Commitment ................................................................................................................................ 1
0 Manual Structure and Revision ....................................................................................................... 9
0.1 General.................................................................................................................................... 9
0.1.1 Standard .............................................................................................................................. 9
0.1.2 Purpose ............................................................................................................................... 9
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0.1.3 Terms, Definitions and Abbreviations................................................................................. 9
0.1.4 Gender ................................................................................................................................ 9
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0.1.5 Commercial Air Transportation Operation ......................................................................... 9
0.2
0.2.1 cu
Amendment and Revision ..................................................................................................... 10
Authority ........................................................................................................................... 10
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0.2.2 Carriage of Manual............................................................................................................ 10
0.2.3 Urgent Revisions ............................................................................................................... 10
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1. Organisation .................................................................................................................................. 11
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4 Passengers..................................................................................................................................... 21
4.1 High Profile / Celebrity / VIP Passengers .............................................................................. 21
4.2 CIP / VIP Lounges .................................................................................................................. 21
4.3 Classes of Travel .................................................................................................................... 21
4.4 Charterer and Representatives ............................................................................................. 22
4.5 Unaccompanied Minor (UNMIN) .......................................................................................... 22
4.6 Infants ................................................................................................................................... 23
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4.7 Groups ................................................................................................................................... 24
4.8 Passengers Requiring Assistance .......................................................................................... 24
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4.9 Passengers with Reduced Mobility ....................................................................................... 24
4.10
4.11 cu
Passengers Requiring Medical Clearance ............................................................................. 26
Staff ....................................................................................................................................... 26
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5. Check-in......................................................................................................................................... 27
5.1 Ticketing & Documentation .................................................................................................. 27
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7. Security ......................................................................................................................................... 45
7.1 Refusal of Passengers (Drunk/Abusive) ................................................................................ 45
7.2 Prohibited Articles................................................................................................................. 45
7.3 Sporting Weapons................................................................................................................. 46
7.4 Close Protection Officers ...................................................................................................... 46
7.5 Hold baggage screening ........................................................................................................ 46
7.6 Persons Exempt from Screening ........................................................................................... 46
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8. Boarding ........................................................................................................................................ 47
8.1 Boarding Area preparation ................................................................................................... 47
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8.2 Boarding Process ................................................................................................................... 47
8.3
8.4 cu
Additional Gate Security ....................................................................................................... 47
Jump-seat rules ..................................................................................................................... 48
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9. Weight and Balance ...................................................................................................................... 49
9.1 Load Control .......................................................................................................................... 49
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15. Cargo ......................................................................................................................................... 71
15.1 Acceptance ............................................................................................................................ 71
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15.2 Security ................................................................................................................................. 71
15.3
15.4 cu
ULD / Pallet ........................................................................................................................... 71
Loading .................................................................................................................................. 72
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15.5 Securing of cargo................................................................................................................... 72
15.6 COMAT .................................................................................................................................. 72
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19.4 Media attention .................................................................................................................... 93
20 Contingency Planning................................................................................................................ 95
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20.1 Disruption Procedures .......................................................................................................... 95
20.2
20.3 cu
Denied Boarding.................................................................................................................... 95
Delay Notice .......................................................................................................................... 97
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20.4 Lost Baggage ......................................................................................................................... 99
20.5 Contingency Guidance .......................................................................................................... 99
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This manual will be published and made available to Handling Agents by use of the Titan
Airways operational web portal ( www.zapops.com )
0.1.1 Standard
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The Company Operations Manual is issued in accordance with the EU-OPS standard. It
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complies with EU-OPS 1 and with the terms and conditions of the Company’s Air Operator
Certificate.
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0.1.2 Purpose
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The Manual is for the use and guidance of all company operating personnel. Such personnel
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are to ensure that all commercial air transportation flights are planned and executed in
accordance with the policies and requirements of the company and the regulator.
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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
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Parts
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0.1.4 Gender
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For brevity, the pronoun ‘he’ may be utilised throughout the Ground Handling Manual as
well as ‘he/she’ or they. Where appropriate, the pronoun ‘she’ should be inferred or
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assumed.
An aircraft operation involving the transport of passengers or cargo for remuneration, hire
or reward.
NOTE
Public Transport is not intended to cover Aerial Work or Corporate Aviation.
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0.2.1 Authority
The Ground Handling Manual is issued on the authority of the Company and the Operations
Director will authorise all amendments to the document, as required by the Company (or by
the United Kingdom Civil Aviation Authority). Any proposed amendment should be
forwarded to the Operations Director by e-mail. All amendments will be in the form of
printed, replacement pages; handwritten amendments are not permitted (except in
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situations requiring immediate amendment or revision in the interests of safety). Revision
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pages will be annotated to show the date of issue (and date of effect, if different), the
amendment list number and the portion of the text which has been revised. The revised text
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is indicated by vertical ‘change bar(s)’adjacent to the changes, except where a complete re-
issue of the Manual is undertaken. Each amendment will be accompanied by a revised list of
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effective pages with their dates of issue and by a certificate of receipt/incorporation. An
amendment list record will be maintained at the front of each manual. Regularly contracted
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handling agents will be advised of new editions/amendments by e-mail. All other agents are
directed to this volume as a part of the handling request generated by the company.
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It is not a requirement that a copy of the Ground Handling Manual be carried on Titan
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Airways’ Aeroplanes.
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Details of revisions which may be urgently required or which are supplementary to the
Ground Handling Manual will be promulgated as Handling Notices and posted on the Titan
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Those of a temporary nature will be cancelled as soon as they are no longer relevant. Those
of long-term application will be incorporated into the manual in conjunction with the next
amendment or within six months of the effective date, whichever is sooner.
Operational personnel must have easy access to a copy of the Ground Handling Manual
where relevant to their duties.
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1. Organisation
1.1 Contact Details
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Operations +44 1279 680357 (H24)
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Telefax +44 1279 680110
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ARINC/SITA STNTACR / STNTA7X
E-mail ops@titan-airways.co.uk
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charter@titan–airways.co.uk
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IATA Code ZT
ICAO Code AWC
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Operational data and the latest copy of this manual can ALSO be obtained from our
operations website at www.zapops.com
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G-ZAPZ Boeing 737-300QC 130Y 44C
G-POWC Boeing 737-300QC 130Y 44C
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G-ZAPV Boeing 737-300QC Cargo
G-POWF
G-ZAPK
Avro RJ-100
BAe146-200QC cu
98Y
80Y
Various
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G-ZAPN BAe146-200QC 77Y
1.3 Schedules
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Category Description
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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.
Schedule A flight operated by Titan Airways where all seats are directly sold
by Titan Airways or a subsidiary.
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Handling agents should follow the guidelines set down in the IATA Airport Handling Manual
and the IATA Ground Operations Manual when handling Titan Airways aircraft. Agents, such
as FBO’s not able to follow the above should have equivalent robust published procedures
for staff to follow in carrying out their respective duties in a safe and secure manner.
Agents acting on behalf of Titan Airways should meet the following basic standards before
accepting handling of Titan Airways aircraft:
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2.1 Staff
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Staff levels should be maintained to ensure a high level of service to all Titan Airways
operations.
All staff involved with check-in/ gate / baggage handling / aircraft loading / load control /
cargo reception / cargo loading should have Dangerous Goods awareness training in
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accordance with the current IATA Dangerous Goods Regulations. Initial training is required
to be completed before carrying out unsupervised duties. Recurrent training shall be carried
at least once in every 36 month period (24 months for Dangerous Goods).
Records of training and testing (where applicable) shall be kept by the handling agent.
English language speaker/s should be available to supervise the handling operation for Titan
Airways. Where this is not possible Titan Airways may engage the services of a supervisory
agent in order to provide liaison.
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2.3 Library
The handling agent will maintain a library of documents to be used in the provision of
handling services. The library should contain as a minimum the following:
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*plus associated addenda
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Recommended
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IATA Airport Handling Manual (AHM)
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IATA Ground Operations Manual (IGOM)
IATA Live Animals Regulations
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Where required by Titan Airways the agent will hold suitable stocks of documentation to be
used in the handling of aircraft.
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The agent must ensure there is a suitable method of maintaining the library to ensure all
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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.
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CAUTION
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Where IT systems are included as a part of normal operating procedures these must be
backed up on a regularly scheduled basis.
2.4 Documentation
All documentation used by a handling agent must be presented clearly and legibly at all
times. An effective system of ensuring latest documents to be used should be included in
any handling agent local procedures manual.
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Agents should ensure that flight files containing documentation relating to a Titan Airways
flight is retained for a period of not less than three months.
2.6 Equipment
All equipment used by the agent in support of handling Titan Airways aircraft shall be
regularly maintained and calibrated (where applicable). Records of such servicing and
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calibration shall be maintains and available to Titan Airways officials on request.
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3 Communications
3.1 VHF
Where possible, agents should be able to communicate with the aircraft by VHF air – to –
ground radio systems. In the event that such systems are not available or unserviceable the
agent shall ensure close communication with the airport and air traffic control authorities is
maintained in order to respond effectively to the aircrafts movements.
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3.2 Messaging
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SITA/ARINC messaging should be used to notify Titan Airways Operations Control Centre of
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all movements. The following IATA messages should be sent as standard for all operations:
Departure cu
MVT (Sample format)
Arrival
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MVT MVT
ZT2716/08.GZAPX.DUS ZT213/09.GZAPK.STN
AD1420 EA1704 AGP AA1151/1158
DL99/0010
PX143
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Decode Decode
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-LDE.66/131/0/0.T3168.2/586.3/1544.4/1038.PAX/0/0/197
SI B238/3168.CNIL.MNIL
ALL WCHRS LDD H2
Decode
LDM – Load Message
ZT1011/06 – Flight No. /Date
GZAPX.198Y.2/5 – Registration / Config / Crew comp (if known)
-LDE. – Departure airport
66/131/0/0. – Male / Female / Children / Infants
T3168. – Total Baggage weight
1/50 2/536.3/1544.4/1038. – Hold baggage split
PAX/0/0/197. – Class split
SI B238/3168.CNIL.MNIL ALL WCHRS LDD H2 – Supplementary information no. Bags etc
Other messaging (ULD etc) should be transmitted where this is within the handling agents
own procedures.
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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:
These Codes are used to describe delays caused by Passenger and Baggage handling.
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11: Late check-in, acceptance of passengers after deadline
12: Late Check-in, congestion in check-in area
13: Check-in error
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14: Overbooking, booking errors
15: Boarding, discrepancies and paging, missing checked-in passenger at gate
These Codes are used to describe delays caused by Cargo (21-26) and Mail Handling (27-
29).
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These Codes are used to describe delays caused by aircraft and ramp handling
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normal maintenance
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44: Spares and maintenance equipment, lack of or breakdown
45: AOG (Aircraft on ground for technical reasons) Spares, to be carried to another
station
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46: Aircraft change for technical reasons
47: Standby aircraft, lack of planned standby aircraft for technical reasons
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48: Scheduled cabin configuration and version adjustment
51: Damage during flight operations, bird or lightning strike, turbulence, heavy or
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overweight landing
52: Damage during ground operations, collisions (other than during taxiing,
loading/offloading damage, contamination, towing, extreme weather conditions
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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
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Delay Codes starting with 8 (air traffic control)
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These Codes are used for Air Traffic Control (ATC) Restrictions (81-84) and Airport or
Governmental Authorities caused delays.
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81: ATC restriction en-route or capacity
82: ATC restriction due to staff shortage or equipment failure en-route
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83: ATC restriction at destination
84: ATC restriction due to weather at destination
85: Mandatory security
86: Immigration, Customs, Health
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87: Airport Facilities, parking stands, ramp congestion, buildings, gate limitations, ...
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91: Passenger or Load Connection, awaiting load or passengers from another flight.
Protection of stranded passengers onto a new flight.
92: Through Check-in error, passenger and baggage
93: Aircraft rotation
94: Cabin crew rotation
95: Crew rotation (entire or cockpit crew)
96: Operations control, rerouting, diversion, consolidation, aircraft change for reasons
other than technical
97: Industrial action within own airline
98: Industrial action outside own airline
99: Miscellaneous, not elsewhere specified
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4 Passengers
Agents handling Titan Airways will be exposed to a wide variety of passenger types. Flights
will involve scheduled, public charter (Inclusive Tour (IT)/Holiday), ‘closed charter’ group
passengers and some will also involve high profile or celebrity passengers such as sports
teams/political figures /Heads of State.
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Many of the charters operated by Titan Airways will involve carriage of people who
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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
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for photographs / autographs etc. (See also section ‘Security’)
Titan Airways aircraft are operated in a number of configurations. Seating classes are as
follows:
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Avro RJ100
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Details of charterer may be advised to agents when required. Some charterers may request
additional or special signage at check-in. Where possible agents should provide this facility
and liaison directly with the charterer shall be acceptable to Titan Airways. Logos for display
on electronic check-in broads can be obtained on application to 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
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company.
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When operating short term wet lease on behalf of other carriers, Titan Airways will utilise
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the services of the customer airline’s handling agents. All services will be supplied under the
customer airline account.
escorted but will not require a parental/guardian declaration. A passenger over the age of
14 may travel independently.
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Children between the ages of 5 and 12 years of age will be accepted to travel provided a
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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
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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.
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UNMINs should be allocated seating in accordance with the seating plan for the appropriate
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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).
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On arrival ground personnel should meet the child at the aircraft and escort them from the
aircraft, through the airport terminal and to where they are to be collected by a
relative/guardian.
Titan Airways do not carry unaccompanied minor documentation. Agents should document
all UNMIN’s on behalf of Titan Airways using own stock documentation.
4.6 Infants
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Infants are defined as passengers under the age of 2 years.
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Passengers with infants may be permitted to carry stollers etc to the boarding gate where
they should be tagged with ‘Return at Aircraft Side’ and subsequently hold loaded.
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Passengers less than three years of age but not less than two must either be secured in a
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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
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in the arms of an adult and secured by use of an approved (British Safety Standard) child
restraint device or use a car type safety seat properly secured to the aircraft seat. Infants
must be a minimum age of 7 days to travel. From 7 days to six months of age Infants must be
secured by means of a supplementary loop restraint device.
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Summary:
7days - less than 6 months Infant seatbelt
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Seat must have a well defined shell or where a separate shell and under-structure exists,
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Seat must allow quick and easy securing and release of child from seat.
Seat must have a single release type harness with straps a minimum of 25mm wide
which at least secures the child’s lap, torso and shoulders. Child should not be able to
easily release the harness.
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4.7 Groups
Formal groups of PRM’s may be checked in by a single group/tour leader with prior
approval.
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4.8 Passengers Requiring Assistance
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For passengers with disabilities or those requiring or requesting assistance:
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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
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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
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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
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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
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carriers AOC.
A person with reduced mobility (PRM) is understood to mean any person whose mobility
is reduced due to a physical incapacity (sensory or locomotory), an intellectual deficiency,
age, illness or any other cause of disability when using transport and whose situation needs
special attention and the adaptation to the person’s needs of services made available to all
passengers.
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cabin alone. from/to the aircraft.
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(wheelchair – cabin will be accompanied to and from Passenger needs a wheelchair and
seat) their cabin seat. special aids e.g. High-loader or
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BLND Blind passenger. (only if assistance is Passenger should be accompanied.
(blind passenger) expressly requested and prior Individual needs will be respected.
notification is given)
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The number of PRMs on board should not exceed the number of able-bodied persons (ABP’s) carried
Passengers who are disabled or who have reduced mobility will require additional time to board and
disembark. Wherever possible such passengers should be pre-boarded (i.e. before other passengers)
and should remain on-board until all other passengers have disembarked.
When dealing with a blind passenger it is best to offer them your arm to hold in order to guide them.
Let the passenger take your arm. These passengers should be briefed on the location of nearest exit,
call button and how to fasten and unfasten their seatbelt.
When dealing with a deaf passenger speak to them directly. Use clear mouth movements in order
that they might lip read.
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Passengers who have or appear to have a communicable disease shall not be acceptable for
carriage on company aircraft without prior approval of Titan Airways.
Passengers who are seriously ill may be carried on company aircraft where a medical
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certificate is held or a carer is accompanying the passenger.
Expectant Mothers
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Expectant mothers may travel up to the end of their 28th week of pregnancy. Travel after
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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.
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Passengers with Plaster casts
The length of time required for passengers to have their plaster casts in place before a flight
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is 48 hours. The passenger must have a fitness to fly certificate in their possession. In
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• A split cast is recommended so that it can be easily removed should the limb swell up
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• 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
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4.11 Staff
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Only staff passengers holding Titan Airways authorisation/ID are to be accepted for carriage.
Staff passengers are to be treated on a space available basis only. The jump seat is only to
be allocated after consultation with Titan Airways operations who will liaise with the aircraft
commander and issue authorization in accordance with current security regulations.
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5. Check-in
5.1 Ticketing & Documentation
Unless operating a sub-service for another carrier, passengers are issued with Titan Airways
tickets. Other tickets (Holiday company. etc) will be accepted on charters specifically for the
ticketing issuing organisation. Closed charter groups may travel under a ‘master’ ticket with
the agent identifying passengers against the provided passenger manifest.
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CAUTION
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Documentation and stationary for use in operations should always be
stored securely to prevent unauthorised access. Check-in IT systems
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should be logged out and/or turned off when not in use or when left
unattended.
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Suitable IT back-up systems should be employed to prevent loss of data.
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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.
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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.
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Amendments to this will be faxed or sent through SITA to respective stations. Differences
from passenger list experienced at check-in should be notified to the charterer’s rep (if in
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Type of Flight Number of desks Time Open
(as available)
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Ad-hoc charter (outward) 2 STD-2:00
2-3
STD -1:30
STD-3:00
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Holiday Charter (2 class) 3 STD-3:00
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Before opening a flight for check-in the following actions should be considered and
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Ensure Dangerous Goods signage must be present in any of the following locations
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where:
o Tickets are issued
o Passengers Check-in
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o 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
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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
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charteres representative where possible. In the event no resolution can be found or the
charterer’s rep is not present then the agent should contact Titan Airways operations
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control.
Where a ticket is issued then this shall be checked against the passenger’s identification
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A check should then be made (either within a DCS or manual) that the passenger
identification document matched the person listed to travel.
The check-in agent shall check the ID document for the following:
Is the passenger the rightful holder of the ID? – visual identification
Is the travel document valid (check expiry dates)?
Appropriate travel visa for destination country is present, stamped/signed and valid
(check expiry dates).
Visa information can be found from the IATA TIM or similar publication.
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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.
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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.
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5.9 Return Check-in
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Some flights operated by Titan Airways on a same day return basis may require round trip
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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
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For these operations either the approved DCS may be used after consultation with Titan
Airways else we may engage the services of a third party security agency to collect
passenger information data, check validity and visas. Such operations would be advised to
the main agent in advance.
5.11 Seating
Each passenger (excluding infants) requires an assigned seat unless the flight has been
designated as free seating (applicable to many closed charters). When allocating seating this
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must me in accordance with the seat plans which are located in the individual aircraft
appendices to this manual.
Passengers in exit row seats must be able bodied and agents MUST NOT locate PRM,
children/infants, elderly or obese passengers to these seat.
For closed charter operations check-in shall remain open until it is confirmed that either all
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passengers are checked-in or the group leader has confirmed that no further passengers are
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expected. There will be no specified check-in close ‘time’ for such operations and flights
may be delayed for some or all passengers.
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All public charter flights should close check-in at STD-60. Holding for late passenger will only
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be permitted after consultation with Titan Airways operations control and the charterer
representative if available.
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5.13 Dangerous Goods carried by Passengers/Crew
An approval is not required for those dangerous goods which, according to the IATA
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Dangerous Goods Regulations, can be carried by passengers or crew members. Where the
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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
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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
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Captain then this must be completed directly by the handling agent via the dispatcher:
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Note 1: Liquid oxygen systems are forbidden.
Note 2: Air cylinders for other purposes, such as scuba
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diving, may only be carried if “empty”.
person.
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a) inadvertent operation – there are a variety of
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ways a wheelchair can be protected, and in the first
instance the passenger should be asked how this can
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be achieved; generally this will involve certain actions
being taken with the joystick, but may also be as
simple as removing a key or turning a deactivation
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switch. If the latter, care must be taken during loading
to ensure that the switch cannot be activated by
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adjacent baggage.
NOTE: Application of the brake is not sufficient;
unless the motor is rendered inoperative the motor
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do, and if not done properly can increase the risk of a fire.
Adequate protection may already be afforded by the
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enclosed in a battery container) and the battery is securely
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attached to the wheelchair or mobility aid. Stowage shall
ensure that unintentional movement is prevented and
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that the item is protected from being damaged by
movement of baggage, mail, stores or cargo.
Note: If the wheelchair or mobility aid cannot be cu
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loaded, stowed, secured and unloaded always in an
upright position (which will depend upon the type of
aircraft and the type of the mobility aid), the battery
must be removed and the wheelchair or mobility aid
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Regulations.
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location of
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this item
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Carry-on Checked On one’s Operator
Articles Used in Dressing or Grooming
cu baggage (hold)
baggage
person approval
required
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Toiletry articles (including aerosols). The total net
quantity of each single article must not exceed 0.5 kg or
0.5 L. Release valves on aerosols must be protected by a
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Note: Alcoholic beverages containing not more than 24%
alcohol by volume are not subject to any restrictions.
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Alcoholic beverages with more than 70% alcohol by
volume are not permitted.
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Aerosols (non-flammable, non-toxic) with no subsidiary
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risk, for sporting or home use. Permitted in checked
baggage only. The total net quantity of each single article
must not exceed 0.5 kg or 0.5 L. Release valves on aerosols
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Note 1: Lighter fuel and lighter refills are not
permitted on one’s person or in checked or carry-on
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luggage.
Note 2: ‘Strike anywhere’ matches are forbidden for
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air transport.
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Spare lithium ion batteries exceeding a watt-hour rating
of 100 Wh but not exceeding 160 Wh may be carried in
carry-on baggage. Each lithium ion cell or battery must be
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individually protected so as to prevent short circuits (by
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placement in original retail packaging or by otherwise
insulating terminals, e.g. by taping over exposed terminals
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or placing each battery in a separate plastic bag or
protective pouch). No more than two individually
protected spare batteries per person may be carried.
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Note: The backpack must be packed in such a
manner that it cannot be accidentally activated. The
airbags within the backpack must be fitted with
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pressure relief valves.
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Dry ice in quantities not exceeding 2.5 kg per person,
when used to pack perishables that are not dangerous
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goods, provided the package permits the release of carbon
dioxide gas. When carried in checked baggage, each
package must be marked ‘DRY ICE’ or ‘CARBON DIOXIDE,
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lithium batteries, when carried by staff members of the
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Organization for the Prohibition of Chemical Weapons
(OPCW) on official travel.
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Additional Technical Specifications: cu
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FUEL CELL CARTRIDGES – TECHNICAL SPECIFICATION
1) fuel cell cartridges may only contain flammable liquids, corrosive substances, liquefied
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2) fuel cell cartridges must not be refillable by the user. Refuelling of fuel cell systems is
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not permitted except that the installation of a spare cartridge is allowed. Fuel cell
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cartridges which are used to refill fuel cell systems but which are not designed or
intended to remain installed (fuel cell refills) are not permitted to be carried;
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3) the maximum quantity of fuel in any fuel cell cartridge must not exceed:
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c) for liquefied gases, 120 mL for non-metallic fuel cell cartridges or 200 mL for
metal fuel cell cartridges; and
d) for hydrogen in metal hydride, the fuel cell cartridges must have a water
capacity of 120 mL or less;
4) each fuel cell system and each fuel cell cartridge must conform to IEC PAS 62282-6-1
Ed. 1, and must be marked with a manufacturer’s certification that it conforms to the
specification. In addition, each fuel cell cartridge must be marked with the maximum
quantity and type of fuel in the cartridge;
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5) fuel cell cartridges containing hydrogen in metal hydride must comply with the
requirements in Special Provision A162;
6) no more than two spare fuel cell cartridges may be carried by a passenger;
7) fuel cell systems containing fuel and fuel cell cartridges including spare cartridges are
permitted in carry-on baggage only;
8) interaction between fuel cells and integrated batteries in a device must conform to IEC
PAS 62282-6-1 Ed. 1. Fuel cell systems whose sole function is to charge a battery in the
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device are not permitted;
9) fuel cell systems must be of a type that will not charge batteries when the portable
m
electronic device is not in use and must be durably marked by the manufacturer:
“APPROVED FOR CARRIAGE IN AIRCRAFT CABIN ONLY” to so indicate; and
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10) in addition to the languages which may be required by the State of Origin for the
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markings specified above, English should be used.
d
lle
ro
nt
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m
cu
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d
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Intentionally Blank
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6 Baggage
6.1 Baggage Allowance
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All baggage being offered for check-in shall be labelled with a tag showing the following
information as a minimum
m
Passenger name
Destination
Date
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Flight Number
Unique identifier
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A baggage receipt will be given to the passenger or may be held by a tour leader when one is
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travelling.
Baggage shall be tracked to ensure accounting and authorising of baggage from check-in to
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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
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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
Un
provide this information to the Captain as part of the load advice process.
One piece of cabin baggage is allowed not exceeding the following dimensions:
56cm x 45cm x 25cm (22in x 18in x 10in), including the handle, pockets and wheels.
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In addition to the above the passenger may take the a ladies handbag or a small
briefcase/laptop case
Ad-Hoc Charter
For private charter operations the above restrictions may be relaxed when advised by Titan
Airways.
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The following should be used as a guide (though not as a guarantee) as to flexibility
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in cabin baggage allowances
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BAe146
cu B757 / B737 / 767
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Special Requirements
(All cases)
National limitations may be more restrictive than the above and at such locations the
national regulation shall take precedence
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7. Security
Security measures should always meet the national standards of the departure country and
maybe extended by additional resources dependent on the operation. Details of the
Security Policies of Titan Airways are contained within the Security Manual.
The following information is designed for issues likely to be faced by a handling agent.
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Titan Airways will refuse carriage of any passenger under the following
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circumstances: -
Those passengers who are apparently under the influence of alcohol or drugs
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Those passengers whose transportation presents a danger to themselves and/or
other passengers.
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Those passengers who are abusive to handling agent staff, security staff / crew
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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
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should be notified to the Titan Operations or the Commander who will advise on
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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
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allowed to board and the local police should be called for further assessment of the
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Handing staff MUST brief crew on any passenger/s who exhibit unusual behaviour
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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.
All restricted articles should be placed in a sealed container and placed in the
forward hold after advising the Captain of the article. Destination agent shall be
advised of the article by SITA and it should be collected from the aircraft on arrival.
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The article must only be returned to the passenger by the handling agent at
destination once inside the landside area of the terminal.
Where a weapon is not declared and is removed from a passenger a report shall be
made to Titan Airways within 24 hours of any such incident.
Any carriage of Munitions of War must be referred to the Titan Airways Dangerous
Goods Manager unless previously advised to the agent.
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7.3 Sporting Weapons
en
Passenger may be permitted to carry sporting weapons in accordance with local
regulations. For carriage the item must be inspected and confirmed as unloaded (this
m
may be confirmed by local Police in some countries). Cartridges associated with the
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weapons fall under the accepted Dangerous Goods items and may be carried in
accordance with the table above.
Do
All such items may only be carried as checked baggage.
level but the officer will not be allowed to retain the firearm on his person in the aircraft.
Contact Dangerous Goods contact in Titan Airways in the event more information is
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required.
All persons and baggage presented for check-in shall be screened by security personnel prior
to boarding/ loading onto a Titan Airways aircraft. Once screened hold baggage must be
protected against unauthorised interference until such times as it is to be loaded.
Many countries allow Royalty / Senior Political figures to be exempt from screening. Where
Titan is aware of such a person travelling this will be notified in advance. In the event of
such a passenger presenting for carriage without notification please contact Titan Airways
operations with information of the passenger without delay.
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8. Boarding
8.1 Boarding Area preparation
Prior to the boarding process commencing the following should be check (as applicable):
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• For jet-bridge boarding secure and mark route to aircraft
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• Obtain clearance for boarding from crew
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8.2 Boarding Process
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The boarding process should be completed as follows (as applicable):
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• PA calling passengers for boarding (if PRM’s etc then call first)
• Verify each passenger’s identity
• Check name on boarding card against identity document
d
• Confirm passenger number with crew (provide Passenger Information List (PIL) as
available)
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CAUTION
Any passenger discrepancies MUST be resolved prior to closing the
aircraft door.
Every attempt should be made to locate any missing passengers. For scheduled / IT charter
flights missing passengers should
Some countries (e.g. USA) require additional screening at gate for certain flights. Where
such a requirement exists, this will be advised to the agent by Titan Airways. If US approved
staff are not available then Titan Airways may secure the use of suitable trained. Agents
should assist such security staff in gaining access to the appropriate areas in such
circumstances.
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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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en
m
cu
Do
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Passenger/Baggage Weights
For load advice purposes, standard passenger weights including hand baggage listed
below should be used.
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Passenger Type Male Female All Adult
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Passengers on all flights except holiday charters 88kg 70kg 84kg
m
Passengers on holiday charters 83kg 69kg 76kg
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Children (between 2-12 years or child under 2 if 35kg 35kg
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occupying a separate seat.
adult)
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All of the above weights are inclusive of cabin baggage. Cabin baggage allowance may NOT
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be deducted.
nt
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
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*use of these notional values should be notified to the commander either via the flight brief / series brief or from
handling agent information.
SSP/SLP are available for use on all aircraft. Details are found in appendices.
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Baggage will be loaded in accordance with the Captains (or authorized crew member)
instructions. Instructions from crew members shall be recorded on either the Titan Load
Report Form (see next page & aircraft type appendices) or the handling agent’s generic form
Cargo/Mail will not be loaded in the cabin of a passenger role aircraft. Seat loading of such
material is prohibited.
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Only appropriately trained persons shall be permitted to be involved in loading and
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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
m
damage and inflight movement.
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Prior to closure of the hold doors and securing curtains shall be affixed in place securely.
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Flight: Route:
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Payload
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Passengers: Number: Norm Hol* Weight (kgs):
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Male: 88kgs 83kgs
Children:
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35kgs 35kgs
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Infant: 0kgs 0kgs
Total:
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*=Hol (Holiday) weights to be used for flights intended as part of a Holiday Package, including Ski Flights.
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Distribution
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Signed:
Form 9-1
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9.4 Loadsheet
Manual load sheet will be prepared by Captain at all times. DCS data although available
will only be accepted for load information/advice purposes.
BAe146 EDP data available on CODECO for seat allocation & planning
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en
B737 EDP data available on CODECO for seat allocation & planning
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Manual W&B completion by Crew
B767 Manual
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One copy of the loadsheet shall be retained by the handling agent for not less than three
days following the flight.
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Aircraft damage can endanger passengers, staff and aircraft. Even a slight scratch on an
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aircraft may result in a serious accident.
en
If you see or cause any aircraft damage, you MUST report it
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10.2 Ground Personnel Safety Precautions
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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
Do
Enforcement of safety rules, procedures and requirements
Exercising extreme care when operating ground support equipment in the vicinity of an
aircraft
d
Only adequately trained & authorized personnel are permitted to operate equipment.
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passengers.
Equipment should be driven no faster than walking speed when in the vicinity of aircraft.
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There is a particular danger of blast damage or injury from the aircraft engine’s
exhaust or intake. The risk is increased when an aircraft stops and then applies
power to ‘break away’ to continue manoeuvring.
Vehicles and personnel must remain clear of aircraft danger areas when aircraft
engines are running and the anti-collision lights are on.
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In order to prevent accidents and incidents personnel and/or should never be
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positioned in the following critical areas during aircraft departure or arrival.
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• Engine Intake Area
• Engine Blast Area
DANGER cu
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Ground personnel and/or loose equipment must stay clear of intake and
blast areas
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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
nt
The ERA must be free of obstructions and Foreign Object Debris (FOD) before and
during aircraft arrival and departure.
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Foreign Object Debris (FOD) is a general term which applies to all loose objects
which are a hazard to the safety of an aircraft and which, therefore must not be left
in any area where they would constitute a hazard.
Examples of FOD – Plastic and paper, sheets, rags, metal nuts and bolts, cans, tools,
equipment, stones, pebbles, wood, luggage parts etc...
CAUTION
All personnel are responsible for identifying and removing FOD
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10.6.1 Preparation
Prior to the arrival of an aircraft the stand or parking area should be prepared. This should
include the following actions:
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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
m
Guidance systems to be activated OR marshaller (and wingman) available
Staff in position to operate steps or jet-bridge as appropriate
cu
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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
d
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.
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Aircraft being manually directed into parking positions are to be guided by the following:
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Marshaller – A qualified person to be located on the parking position slightly to the left of
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During hours of daylight bats should be used and illuminated wands used during the hours
of darkness or during poor visibility.
All marshalling shall be completed using ICAO standard signals. (Information can be located
at http://www.skybrary.aero/bookshelf/books/291.pdf
Upon completion of the parking process, hand signals only shall be used by ground
personnel to indicate that "chocks are in position" and "shut down engines". Parking brakes
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shall not be released until all engines have been shut down and until the cockpit personnel
have ascertained that chocks have been inserted and that the aeroplane is not moving.
Note 1: Company aeroplanes may be taxied on the movement area of an aerodrome only by
a person
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Titan Airways aircraft are prohibited from self manoeuvring onto nose in stands at
anytime
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10.6.4 Parking and Wind conditions
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When aircraft are parked in strong wind conditions consideration should be made where
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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.
Handling staff should only approach the aircraft once the anti-collision beacon has been
turned OFF
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DANGER
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Cones, where available, should be positioned at each wingtip and aft of the tail section of
the aircraft. If Passenger Inline Guidance Systems (PIGS) are available then these should be
used to prevent passengers and personnel from walking beneath the aircraft or in the
vicinity of the engine. When not available, suitable guidance by handling agent personnel
should be put in place.
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Either suitable height steps or an air-bridge should be positioned without delay for
passenger deplaning.
Once steps are in position any securing struts/stabilizers should be put in place or
the equipment chocked. When the steps have been secured one person should
proceed to the top of the steps and knock on the main passenger door to indicate it
is safe to open. Once the door has been opened, fix the sides rails/panels into
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position and lock.
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For jet-bridge operation the unit must be properly positioned and secured before
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indication is given to the crew to open the door.
DANGER
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Passenger doors shall only be open when suitable boarding equipment
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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
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Only Titan crew should open and close passenger and service doors
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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
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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.
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10.8.1 Security
Whilst Titan Airways are unattended during turn-rounds the aircraft must protected from
unauthorised access by steps and jettys being moved away from the aircraft. In addition to
the above measure crew may security seal doors and hatches on nightstops. Agents should
not break seals unless authorised by Titan Operations or the aircraft commander.
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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
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prior to departure as to assess the level of security check to be employed prior to departure.
prior to departure. The Commander is responsible for the sealing of the aircraft.
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10.9 Departure (see also Loading & Weight and Balance sections)
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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
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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)
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For jet-bridge operation the jetty shall not be removed until the aircraft passenger door is
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A qualified person should complete a final examination of the aircraft before engine start to
confirm:
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Cones/PIGS removed and secured.
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Equipment and vehicles positioned clear of aircraft movement path
Adequate clearance from obstructions for aircraft movement path
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No damage to the airframe (if damage seen it MUST be reported to crew
immediately)
Chocks removed
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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:
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Once cleared by ATC the crew will advise the headset operator to commence the push/tow
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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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Any incident involving GSE or personnel that causes damage to an aircraft must be reported
immediately to the aircraft Captain and also Titan operations.
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• Breach of security procedures
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• Damage to aircraft
• Undeclared dangerous goods are discovered
• Potential hazard to passengers and/or ground crew
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• A flight is despatched insecure not meeting baggage reconciliation requirements
• An event where standards have been compromised
•
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An environmental incident (e.g. fuel spill)
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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:
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.
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Incident reports shall be kept for a minimum period of 12 (twelve) months from the date of
the incident.
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11. Fuelling
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’
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for the supply of fuel will offer this on the basis of the supply being in accordance with the
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IATA standard contract for fuel delivery.
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Only persons trained and tested in the delivery of fuel and associated emergency procedures
shall operate refuelling process on Titan Airways aircraft.
b) the bowser or other fuel installation must be earthed to the aeroplane structure before
the hose is extended, and remains so earthed until refuelling is complete;
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d) the correct quantity of anti-freeze additive that is dispensed into the fuel where
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e) the fuel bowser/installation readings at the start and finish of refuelling reflect
accurately the fuel uplift as indicated on the aeroplane fuel quantity gauges, and a gross
error check is carried out.
NOTE: When refuelling with wide cut fuels the aeroplane electrical supply should be
switched off before refuelling starts, and remain off until refuelling ceases and the hoses
have been removed.
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Subject to local regulations and requirements Titan Airways does allow fuelling to take place
with passengers on-board. This can only be carried out under the following conditions
:
(a) A flight crew member, or suitably qualified ground engineer (see note below), must
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remain on the flight-deck during refuelling/defuelling. APU must be operated (or Shut
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Down) as per manufacturers procedures.
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NOTE: The qualified person referred to above must be capable of handling
emergency procedures concerning fire protection and fire fighting, handling
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communications and initiating and directing an evacuation.
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(b) Two-way communication should be established and remain available using the aircraft
inter-communications system or person-to-person between the flight deck and ground
crew supervising the refuelling operations;
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(c) if required by the local national, or airport Authority, air traffic control and the
aerodrome fire services are to be advised that refuelling/defuelling will be taking place
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(d) crew, staff and passengers are to be advised that refuelling/defuelling is about to take
place;
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(e) Boarding bridge or steps shall be in place and secure to allows for any emergency
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(f) a crew member will be stationed at the main exit door to assist in the evacuation if an
emergency should occur and other emergency doors exits will be guarded by cabin crew
members who must be prepared for an immediate emergency evacuation;
(g) if the presence of fuel vapour is detected inside the aeroplane, any fuel spill occurs or
any other hazard arises refuelling/de-fuelling must be stopped immediately; Ground
agents should be aware of any hazards and advised crew and refueller immediately.
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(h) In the event of a fuel spill the Airport Fire Services should be summoned immediately
(unless already present). Crew should be notified without delay and agents should assist
in any subsequent instructions given by the crew.
(j) the position of the fuel bowser/installation relative to the aeroplane is to be such that it
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will not impede the rapid exit of passengers if an emergency evacuation becomes
necessary;
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(k) Suitable fire extinguishing equipment should be available (this is normally a part of the
fuel delivery vehicle equipment
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(l) A bonding connection shall be made between the aircraft and the refuelling vehicle to
provide for a dissipation of electrical energy that may develop.
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(m) the ground area beneath the exits intended for emergency evacuation and slide
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(n) No aeroplane is re/de-fuelled with Avgas or widecut fuel (e.g. Jet B or equivalent) or
when a mixture of these types of fuel might occur, when passengers are embarking, on
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board or disembarking.
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(o) Fuelling operations shall be ceased at any time lightning is determined to be a threat,
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The fuel safety zone is the area immediately around the refuelling point where risk of
combustible gases is most likely.
The size of the fuelling area corresponds to the shape of the wings extended 3m radius
around the fuelling receptacles, fuel vents and around fuelling equipment. Only persons and
equipment directly involved with the fuelling process should be located within this zone.
No other service vehicles or equipment are permitted in this zone whilst refuelling
operations are undertaken.
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A prohibition of the use of portable electronic devices within the zone shall be in place
during the fuelling process. In addition no use of other sources of ignition shall be permitted
(e.g. matches / flammable equipment / flashbulbs)
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12. De-icing
De-icing operations shall be undertaken on instruction from the aircraft Commander. All de-
icing shall be completed in accordance with the guidelines published by the Association of
European Airlines (AEA) ‘Recommendations for De-icing / Anti-icing of Aircraft on the
Ground’ September. Due to the nature of the Titan Airways non-scheduled operation a
network lists is not provided in this manual. Ad-hoc requests for de-icing may not involve
the signing of formal contract but such requests shall be handled as if SGHA terms were in
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force and the operations carried out in accordance with the AEA guidelines.
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De-icing shall be carried out to ensure the Clean Aircraft Concept is maintained. This is
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achieved by following standard operating procedures either of the supplier of the guidance
below.
Only suitably trained staff should be employed in de-icing operations and such staff must
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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
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individual aircraft charts showing such areas are in the aircraft type appendices to this
manual.
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Fluids and mixes accepted for use on Titan Airways aircraft are listed in Operations Manual
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Part A Section 8 / Appendix A. Crew will use these tables for the calculation of holdover
times.
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Use of any fluids that deviate from the fluids approved under ISO/SAE shall be referred to
Titan Airways before use.
Fluids shall be stored and handled in accordance with the recommendations of the AEA
Guidelines.
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• Confirmation from Flight Deck crew that aircraft is in the correct configuration
for commencement of de-icing process
• Details of fluids and mixture shall be advised to the aircraft Commander in order
that holdover times may be calculated.
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• De-icing should be carried out in a structured manner to ensure all
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contaminated parts of the aircraft are properly and thoroughly covered. Fluid
delivery shall be in an even manner avoiding all parts of the aircraft detailed on
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the de-ice diagrams in the aircraft type appendices to this manual.
•
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Flight crew should be receive confirmation of a ‘clean’ aircraft
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• On completion of the de-icing process and prior to aircraft movement an ‘all
clear’ indication shall be given to the flight deck crew
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Training records must be available for inspection by Titan Airways at any time.
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13. Servicing
Aircraft servicing equipment location diagrams and access points are shown in the
respective aircraft type Appendix.
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15. Cargo
General cargo is not normally carried on Titan Airways flights. It may be accepted by
customer airlines and presented for carriage using the procedures of the customer carrier.
Cargo flights are normally undertaken as sole charters and the guidance below relates to
such flights only.
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15.1 Acceptance
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All acceptance points shall display the appropriate Dangerous Goods warning signage.
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Titan Airways operations and commercial staff will make arrangements between the
charterer and the agent for an agreed delivery and acceptance point.
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On receipt of cargo at the acceptance point it shall be inspected by the agent for the
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following:
15.2 Security
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Various cargo security regimes are in force in different countries of the world some allowing
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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
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Cargo on sole use charter generally requires building on pallets or ULD’s. Titan Airways will
ensure these are available in advance (or on the inbound aircraft) and allow for building time
within the schedule.
Pallets/ULD’s should be built up so they are evenly loaded across the floor are of the unit to
avoid deformation and associated loading difficulties.
Where pallets are used the netting and securing straps provided shall be used to ensure the
load is properly secured prior to loading.
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15.4 Loading
A nominated lead ramp person shall be responsible for the co-ordination of the loading of
cargo. Any particular procedure will be advised by Titan Airways in advance.
Loading should be completed using HiLo equipment for main deck operations. Fork lift
loading is NOT normally permitted for either main deck or belly hold operations due to the
danger of aircraft damage. Where this remains the only option, Titan Airways shall be
consulted prior to any such operation.
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ULD/Pallets must be loaded in accordance with the Captain’s instructions and in a manner
that will not unbalance the aircraft at any point leading to a tail drop. This may involve a
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progressive process (See B737 appendix for guidance)
Bulk loaded hold items shall be loaded so as to ensure there is protection against movement
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inflight, either by use of volume of other cargo and baggage or by securing to the floor
structure of the hold.
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15.6 COMAT
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COMAT is occasionally carried in limited quantity (mostly aircraft spares). Such material is
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prepared by the Engineering Stores staff and loaded onto the aircraft as agreed with the
aircraft commander.
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16. Mail
Mail is carried under sole use charter arrangements with the UK Royal Mail.
All mail shall be security screened by Royal Mail prior to being loaded into ULD’s or prepared
for hold loading. This screening process shall also identify any prohibited articles or
dangerous goods which should be removed from carriage when found.
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Specific turn-round plans exist for each aircraft type involved in mail operations. Details on
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these are found in the appendix to this manual.
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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.
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Dangerous Goods notices must be prominently displayed at check-in and cargo acceptance
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points
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Prior notification to Titan Airways is required for all shipments. Class 7 (Radioactive)is NOT
permitted to be carried as cargo except in “Excepted Quantity”. Such loads may be carried
17.1 Acceptance
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but only when agent is advised in writing prior to the operation by Titan Airways.
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Warning signage shall be displayed by agents at all acceptance locations.
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Before dangerous goods are accepted for air transport an acceptance check must be carried
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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
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dangerous goods transport documents have been completed correctly, according to the
Dangerous Goods Regulations. IATA Dangerous Goods Acceptance Checklist shall be used
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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.
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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.
Dangerous goods must not be carried in the cabin of an aeroplane occupied by passengers
or on the flight deck, except as provided for in the Dangerous Goods Regulations.
Dangerous goods identified as suitable for transport only on a cargo aircraft must not be
carried on an aeroplane on which passengers are being carried. In this context ‘passenger’
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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.
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17.3 Notice to Commander
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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
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Goods Regulations. This information must be presented on the attached Notice to
Commander (NOTOC) form and include:
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The proper shipping name and UN number (when assigned);
The class or division, any identified subsidiary risks and, for explosives, the compatibility
Group;
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NOTOC + copy of shippers declaration shall be given to the Commander and be separate to
accompanying cargo paperwork.
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Copies of both documents shall be readily available on the ground at point of departure for
the duration of the flight. In the event that that departure station agent (including Cargo
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department) is not staffed H24 then these documents must be sent by fax to Titan Ops +44
1279 680110 to ensure that they are accessible for the duration of the flight.
In the event of an agent discovering undeclared dangerous goods prior to loading then the
goods shall not be loaded and this shall be reported to Titan Airways by SITA without delay
giving the following information:
Shipper
Consignee
Nature of Goods (UN number / proper shipping name if avail)
Action taken
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Copy of any cargo documentation must be faxed to Titan Airways +44 1279 680110
In the event of an agent discovering undeclared dangerous goods during off load the
reporting requirements detailed above shall be applied.
17.5 Incidents
Initial response to a dangerous goods incident shall be to ensure the safety of passengers
and all staff.
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Any incidents involving dangerous goods either shipped on, or due to be shipped on a Titan
Airways aircraft are to be reported to Titan Airways by SITA or Fax without delay. The
following information shall be given:
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Flight No.
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Nature of incident
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Shipper
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Action taken
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Copy of any cargo documentation must be faxed to Titan Airways +44 1279 680110
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17.6 Signage
The required Dangerous Good signage shall be in position at all cargo acceptance points
Agents should be aware of and be alert to the presence of dangerous goods in baggage as
covered by latest edition of the IATA Dangerous Goods Regulations.
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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.
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Route
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Description of goods carried
Narrative report from witnesses
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17.8 Spillage or leakage of dangerous goods in holds
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Should any spillage or leakage of hazardous contamination and/or dangerous goods occur,
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the goods must be removed from the aircraft as soon as possible. A report shall be sent to
Titan Airways within 24 hour of any such incident.
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For hazardous materials and dangerous goods (except Class 7) spillage or leakage
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In the event of Class 7 Radioactive contamination the aircraft will be removed from service
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17.9 Documentation
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The handling agent shall retain the following dangerous goods documentation for 3 months
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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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18.1 Check-in
Where an Electrical Mobility Aid is presented for carriage at check-in the handling agent will
verify if notification and approval has been received from Titan Airways. If this approval has
been given then the passenger should be checked-in as normal and then directed to the
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PRM provider at the airport for preparation of the aid and further assistance.
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In the event that no pre-notification has been received then the agent should contact Titan
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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
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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
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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.
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Check-in Process
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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
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Take details of mobility aid make/model and refer to Titan Airways for assessment
and approval for carriage
If carriage approved;
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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.
Wheelchairs/Mobility Aids with Non-spillable Wet Batteries or with Batteries which Comply with IATA DGR
Special Provision A123
(a) non-spillable batteries must comply with IATA DGR Special Provision A67 or the vibration and pressure
differential tests of Packing Instruction 872;
battery terminals are protected from short circuits, e.g. by being enclosed within a battery container;
the battery is securely attached to the wheelchair or mobility aid;
electrical circuits have been isolated by removal of key, separation of power cable connectors,
insertion of Airsafe™ plug etc. (guidance from user may be required)
(c) the wheelchair/mobility aid must be carried such that it is protected from being damaged by the
movement of baggage, mail, stores or cargo;
Where a battery-powered or other similar mobility aid is specifically designed to allow its battery(ies) to be
removed by the user (e.g. collapsible):
the battery(ies) must be removed. The wheelchair / mobility aid may then be carried as checked
baggage without restriction;
the removed battery(ies) must be carried in strong, rigid packagings which must be carried in the
cargo compartment;
the battery(ies) must be protected from short circuit; and
the pilot-in-command must be informed of the location of the packed battery.
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Prior to loading an electric mobility aid, the loading supervisor must check that inadvertent operation
of the device has been prevented. This can be achieved by placing the device into drive mode (i.e. not
freewheel mode), seeing if the mobility aid will power up and whether use of the joystick results in
the mobility aid moving. A check should also be made that batteries are securely attached to the
mobility aid and battery terminals are protected from short circuit. If it is evident that the mobility
aid has not been made safe, consult the passenger for advice on how to inhibit circuits or refer the
matter to staff tasked by the airport with making devices safe for carriage (if this company is known).
Ultimately, if the device cannot be made safe, advise the passenger that the device cannot be
carried.
Battery-powered wheelchairs or other similar mobility aids for use by passengers whose mobility is restricted
by either a disability, their health or age, or a temporary mobility problem (e.g. broken leg), with spillable
batteries:
(a) provided that the wheelchair or mobility aid can be loaded, stowed, secured and unloaded always in an
upright position then the battery may remain installed in the wheelchair. It must be verified that:
the battery terminals are protected from short circuits, e.g. by being enclosed within a battery
container;
the battery is securely attached to the wheelchair or mobility aid;
electrical circuits have been isolated by removal of key, separation of power cable connectors,
insertion of Airsafe™ plug etc. (guidance from user may be required)
wheelchairs or other battery-powered mobility aids must be carried in a manner such that they are
protected from being damaged by the movement of baggage, mail or cargo.
(b) if the wheelchair or mobility aid cannot be loaded, stowed, secured and unloaded always in an upright
position, the battery must be removed. The wheelchair or mobility aid may then be carried as checked
baggage without restriction;
(c) the removed battery must be carried in strong, rigid packagings as follows:
packagings must be leak-tight, impervious to battery fluid and be protected against upset by securing
to pallets or by securing them in cargo compartments using appropriate means of securement (other
than by bracing with freight or baggage) such as by use of restraining straps, brackets or holders;
batteries must be protected against short circuits, secured upright in these packagings and
surrounded by compatible absorbent material sufficient to absorb their total liquid contents; and
these packagings must be marked “BATTERY, WET, WITH WHEELCHAIR” or “BATTERY, WET, WITH
MOBILITY AID” and be labelled with the “Corrosive” label (see Figure 7.3.U) and with the “Package
Orientation” label (see IATA DGR Figures 7.4.E and 7.4.F).
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The pilot-in-command must be informed of the location AND weight of a wheelchair or mobility aid with an
installed battery or the location of a packed battery. Batteries which are spillable should be fitted with spill-
resistant vent caps when feasible (see IATA DGR 9.3.16.4 and Figure 9.3.H).
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Prior to loading an electric mobility aid, the loading supervisor must check that inadvertent operation
of the device has been prevented. This can be achieved by placing the device into drive mode (i.e. not
freewheel mode), seeing if the mobility aid will power up and whether use of the joystick results in
the mobility aid moving. A check should also be made that batteries are securely attached to the
mobility aid and battery terminals are protected from short circuit. If it is evident that the mobility
aid has not been made safe, consult the passenger for advice on how to inhibit circuits or refer the
matter to staff tasked by the airport with making devices safe for carriage (if this company is known).
Ultimately, if the device cannot be made safe, advise the passenger that the device cannot be
carried.
Lithium-ion battery powered wheelchairs or other similar mobility aids for use by passengers whose mobility is
restricted by either a disability, their health or age, or a temporary mobility problem (e.g. broken leg), subject
to the following conditions:
(a) the batteries must be of a type which meets the requirements of each test in the UN Manual of Tests and
Criteria, Part III, subsection 38.3;
the battery terminals are protected from short circuits, e.g. by being enclosed within a battery
container;
the battery is securely attached to the wheelchair or mobility aid. (see IATA DGR 9.3.16.4 and Figure
9.3.H);
electrical circuits have been isolated by removal of key, separation of power cable connectors,
insertion of Airsafe™ plug etc. (guidance from user may be required).
(c) the mobility aids must be carried in a manner such that they are protected from being damaged by the
movement of baggage, mail or other cargo;
Where a battery-powered or other similar mobility aid is specifically designed to allow its battery(ies) to be
removed by the user (e.g. collapsible):
the battery(ies) must be removed. The wheelchair / mobility aid may then be carried as checked
baggage without restriction;
the battery(ies) must be protected from short circuit by insulating the terminals (e.g. by taping over
exposed terminals);
the removed battery(ies) must be protected from damage (e.g.) by placing each battery in a
protective pouch. The battery(ies) must be carried in the passenger cabin;
removal of the battery from the device must be performed by following the instructions of the
manufacturer or device owner;
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(e) The pilot-in-command must be informed of the location AND WEIGHT of the mobility aid with an installed
battery or the location of the lithium battery when removed and carried in the cabin;
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Aircraft Loading
Prior to loading an electric mobility aid, the loading supervisor must check that inadvertent operation
of the device has been prevented. This can be achieved by placing the device into drive mode (i.e. not
freewheel mode), seeing if the mobility aid will power up and whether use of the joystick results in
the mobility aid moving. A check should also be made that batteries are securely attached to the
mobility aid and battery terminals are protected from short circuit If it is evident that the mobility aid
has not been made safe, consult the passenger for advice on how to inhibit circuits or refer the
matter to staff tasked by the airport with making devices safe for carriage (if this company is known).
Ultimately, if the device cannot be made safe, advise the passenger that the device cannot be
carried.
Handling agents and airport companies should use the Electric Mobility Aid tag (or similar label)
shown on next page. This provides a check procedure to cover those areas vital to the preparation
for carriage. The Electric Mobility Aid must be loaded in accordance with instructions from Titan
Airways including the requirement for spreader boards. During the loading process it is acceptable
to tilt the aid (except those powered by wet cell batteries). Once in position the aid shall be secured
to approved tie down points to ensure that vertical and lateral movement is prevented.
© Titan Airways
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Revision 0.2
07DEC12
Loading Procedure
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.
Advise crew of :
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.
© Titan Airways
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Revision 0.2
07DEC12
© Titan Airways
GROUND HANDLING MANUAL Page 90
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07DEC12
1) At a temperature of 55°C, the electrolyte will not flow from a ruptured or cracked case.
3) When packaged for transport, the terminals are protected from short circuit such as by the use
of non-conductive caps that entirely cover the terminals.
4) They are capable of withstanding the vibration and pressure differential tests specified within
the IATA Dangerous Goods Regulations.
Note: Non-spillable type batteries which are an integral part of and necessary for the operation of
mechanical or electronic equipment must be securely fastened in the battery holder on the
equipment and protected in such a manner as to prevent damage and short circuits.
© Titan Airways
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Revision 0
13OCT12
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.
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19.1 Departure Handling Agent
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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
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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.
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Please secure the following documentation immediately and make arrangements for it to be
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passed to Titan Airways Operations or Crisis Management Centre securely as soon as
possible.-
Weight and balance documentation (load plan / load sheet / trim charts)
Flights and weather reports
Passenger names and seat allocation details
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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
OPS DIRECT LINE :- 01279 680357 / Pre ops direct lines 01279 669737 / 01279 669613
© Titan Airways
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Revision 0
13OCT12
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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gathered to have their details collated and passed on to the Survivors reception centre.
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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
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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
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established in a nearby hotel and suitable security arranged as well. Members of Titan
Airways Special Assistance Team will be dispatched there
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Items that may be required in the FRRC by your staff
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
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established in a hotel if the accident site is off airport. The aircraft crew may be taken here
briefly.
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Items that may be required in the SRC and your supported by your staff.
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Every staff member engaged in dealing with anyone involved in any kind of emergency
should be aware of the importance of:-
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Gathering and communicating information in a clear and concise way.
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Never to be overwhelmingly attentive or intrusive
The handling agent is to provide a sole contact name and number to Titan Airways Crisis
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Management centre so as they are able to liaise effectively and can stay abreast of the
19.4
current situation at all times.
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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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In the event of any emergency we will give you all the contact number of the persons
currently in our Crisis Management team who will be in charge.
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13OCT12
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.
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Main Agreement Article 1 Provision of Services 1.6 Emergency Assistance
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It is the responsibility of the Handling Company to participate in local emergency response plan(s) in
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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
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carrier’s needs in an emergency and provide the Handling Company its current emergency
procedures. In the absence of Carrier instructions , in part or whole, the Handling Company shall
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follow its own emergency response plan(s)
In case of an emergency, the Handling Company shall without delay activate its local emergency
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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
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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
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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
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such assistance
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13OCT12
20 Contingency Planning
20.1 Disruption Procedures
In the event of weather or technical delays, Titan Airways operations should be contacted
for instructions as to their requirements for passenger amenities and comfort.
Meal vouchers are not to be used until authorisation is received in writing from Titan
Airways operations. Similarly, in overnight delay situations, hotac should not be arranged
without consultation with Titan Operations.
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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
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their rights under this regulation. Agents should assist Titan Airways in meeting its
• 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
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Denied boarding is a refusal by an airline to carry a passenger on a flight, even though the
passenger has presented him or herself for boarding under the conditions mentioned above
under the heading 'Applicability', except when there are reasonable grounds to deny
boarding, such as reasons of health, safety, security or inadequate travel documentation.
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13OCT12
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:
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other flights between 1500 and 3500 kilometres;
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c) EUR 600 for all flights not falling under (a) or (b) of this paragraph.
When passengers are offered re-routing to your final destination on an alternative flight as
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described at paragraph I. (b) or (c), and the arrival time of the re-routed flight does not
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exceed the scheduled arrival time of the flight originally booked:
In determining the distance, the basis shall be the last destination at which the denial of
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boarding will delay arrival after the scheduled time. The distances shall be measured by the
great circle route method.
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1. A choice between:
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Reimbursement within seven days (in cash, by electronic bank transfer, bank orders or bank
cheques or, with your signed agreement, travel vouchers and/or other services) of the full
cost of the ticket, at the price at which it was bought, for the part or parts of the journey not
made, and for the part or parts already made if the flight is no longer serving any purpose in
relation to the original travel plan, together with, when relevant, a return flight to the first
point of departure, at the earliest opportunity; or
Re-routing, under comparable transport conditions, to your final destination, at the earliest
opportunity; or
Re-routing, under comparable transport conditions, to your final destination at a later date
at your convenience, subject to availability of seats.
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13OCT12
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20.3 Delay Notice
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THE FOLLOWING RULES SHALL APPLY:
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• In respect of flights departing from an airport in the EU and flights operated by a
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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
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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
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commercial programme;
• Where Titan Airways is the operating carrier of the flight.
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When we reasonably expect a flight to be delayed beyond its scheduled time of departure:
(a) For two hours or more in the case of flights of 1500 kilometres or less; or
(b) For three hours or more in the case or all intra-Community flights of more than 1500
kilometres and of all other flights between 1500 and 3500 kilometres; or
(c) For four hours or more in the case of all flights not falling under (a) or (b).
© Titan Airways
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13OCT12
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d) Transport between the airport and place of accommodation (hotel or other).
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When the delay is at least five hours and you decide not to travel on the delayed flight, in
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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
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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
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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.
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We will offer you the assistance described above within the time limits set out in paragraphs
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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
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compensation, although any such assistance granted may be deducted from any such
further compensation.
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© Titan Airways
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13OCT12
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
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Titan Airways:
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G.A.B. Robins Aviation Ltd.,
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Global House
Manor Court,
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Manor Royal
Crawley,
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West Sussex
RH10 9PY
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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
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Aircraft Evacuation
Illness on-board
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13OCT12
Civil Unrest
a) Agents should seek a safe place for passengers / crew and own personnel
b) Communicate situation to Titan Airways operations
Terminal Evacuation
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area
c) Liaise with Titan / Charter rep regarding any missing passengers
d) Baggage belonging to missing passengers shall be removed prior to departure.
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21. Quality
21.1 Inspection
Inspection of handling agent services may be undertaken by Titan Airways staff at any point
in time. This may involve ground staff monitoring check-in and/or ramp operations but may
also be flight deck crew monitoring services provided. For irregular and one off operations
assessment will only be by operating crew feedback.
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Any findings from such inspections will be reported back in writing to the agent without
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delay and timescales agreed for rectification.
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21.2 Quality Audit
All agents and their activity may be subject to audit under the Titan Airways quality system.
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Any such audit will be arranged in advance and the audit scope made available to the agent.
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Audit scope would be defined by the auditor or audit team and will cover at least the
following areas:
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Staff Training
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Library
Any non-conformity will be discussed at the time of finding and will also be raised at a
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closing meeting.
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Rectification action will be required to be notified to the Titan Airways quality department
within an agreed timescale.
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© Titan Airways
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Intentionally Blank
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© Titan Airways
GROUND HANDLING MANUAL Page 1
Revision 0
Boeing 767-300ER
13OCT12
Boeing 767-300ER
Basic Data
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Passenger capacity 265Y
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Crew Complement Normal 2+6
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General Electric CO CF6-80C2B7F
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Range 5990nm
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MTOW 186,880kg
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Policies
The following policies are applicable to the operation of the Titan Airways Boeing 767-300ER aircraft:
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AVI Animals may be carried with prior notification in the bulk hold (5).
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GROUND HANDLING MANUAL Page 2
Revision 0
Boeing 767-300ER
13OCT12
Dimensions
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Boeing 767-300ER
13OCT12
Hold Compartments
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Boeing 767-300ER
13OCT12
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Boeing 767-300ER
13OCT12
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Boeing 767-300ER
13OCT12
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Boeing 767-300ER
13OCT12
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Boeing 767-300ER
13OCT12
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©Titan Airways
GROUND HANDLING MANUAL Page 9
Revision 0
Boeing 767-300ER
13OCT12
Types of ULD
Titan Airways hold stock of the following Unit Load Devices for the Boeing 767 type:-
LD-2
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IATA Code: DPE / DPN
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Tare Weight: 80kgs*
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Number of required positions: 1
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Approx bag capacity: 40 bags
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LD-3
LD-8
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©Titan Airways
GROUND HANDLING MANUAL Page 10
Revision 0
Boeing 767-300ER
13OCT12
LD-7
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of the pallets specialist equipment will be required and it
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should be checked to ensure the stations are capable of
providing handling.
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*Assumed tare weights are listed in Ops Manual Part B, section 7.
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Note the tare weights are an average assumed weight and actual weights of ULD’s vary. The approx
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bag capacity is based on an assumed average and will vary by size and shape actual baggage.
Additionally other types of ULD’s and Pallets can be used, but Titan does not hold a stock of these. If
we are flying for another airline, they will possibly wish to load their own ULD’s or Pallets.
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Forward Hold Only P1 / LD-7 / LD-9 / LD-5 / LD-10 / LD-11 / Half Pallet / P6
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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.
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Door
Front
43L
42L
41L
34L
33L
32L
31L
24L
23L
22L
22L
14L
13L
12L
11L
5
43R
42R
41R
34R
33R
32R
31R
24R
23R
22R
21R
14R
13R
12R
11R
Door Door
The first number of the position refers to the hold and the second number and the letter are the sub
position. For example 42L means the second left position within hold 4.
©Titan Airways
GROUND HANDLING MANUAL Page 11
Revision 0
Boeing 767-300ER
13OCT12
Holds 1 and 2 are accessible via the forward door, holds 3 and 4 are accessible via the rear door.
Only holds 1, 2, 3 and 4 are equipped to carry ULD’s, and only holds 1 and 2 can carry Pallets. Hold
5 is a bulk hold and should be loose loaded. The door to hold 5 is on the left hand side of the
aircraft; whereas the other doors are on the right.
Holds 1-3 have 8 positions each and hold four has 6 positions. In total there are 30 positions and a
bulk hold on the 767. The above information on ULD types details how many positions are required
for each ULD type. Our pallets take up 4 positions each and must be loaded in the forward holds.
LD2 are half the full hold width and two can go side by side in the 767 belly. LD3’s are three quarter
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width, but occupy 2 positions and LD8’s are full width and occupy two positions.
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When operating with TITAN ULD’s, agents MUST offload and returned to the aircraft prior to
departure unless the aircraft is on a long term contract and Pre-Ops have directed this. The agent
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must pay close attention to ensure no ULD’s are left behind or misplaced.
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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
Even distribution between the FWD and AFT holds is the preferred
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loading for high cargo/baggage loads. For lower loads where only
passenger baggage is being carried it is likely that only the AFT
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Loadsheet
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Boeing 767-300ER
13OCT12
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Boeing 767-300ER
13OCT12
GSE Charts
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Boeing 767-300ER
13OCT12
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Boeing 767-300ER
13OCT12
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Boeing 767-300ER
13OCT12
Ground The diagrams below show the effects of jet blast and exhaust hazards at idle power
Manoeuvring and breakaway power.
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Boeing 767-300ER
13OCT12
Ground
Manoeuvring
(continued)
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Boeing 767-300ER
13OCT12
Ground De-
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Boeing 767-300ER
13OCT12
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Boeing 767-300ER
13OCT12
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GROUND HANDLING MANUAL Page 1
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Boeing 757-200
13OCT12
Boeing 757-200
Basic Data
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Passenger capacity Various (See LOPA)
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Crew Complement Normal 2+5
Engines cu
Rolls Royce RB211-535E4
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Range 4000nm
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Policies
The following policies are applicable to the operation of the Titan Airways Boeing 757-200 aircraft:
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AVI Animals may be carried with prior notification in either FWD or AFT
hold. Preference is for use of Hold 1
© Titan Airways
GROUND HANDLING MANUAL Page 2
Revision 0
Boeing 757-200
13OCT12
Dimensions
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GROUND HANDLING MANUAL Page 3
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Boeing 757-200
13OCT12
Hold Compartments
Forward Hold
Capacity 699 Cu Ft
Max Weight 4672kg
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Hold 1
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Hold 2
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Aft Hold
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Capacity 1095 Cu Ft
Max Weight 7393 kg
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Hold 3
Hold 4
NOTE: Grey ‘sections’ are purely for demonstration of the balance arm positions and are not physical
items within the holds
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Boeing 757-200
13OCT12
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Boeing 757-200
13OCT12
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Boeing 757-200
13OCT12
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Boeing 757-200
13OCT12
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13OCT12
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Boeing 757-200
13OCT12
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Loadsheet
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Captain will complete manual loadsheet at all times. AHM560 material is
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not supplied by Titan Airways for DCS systems.
a trim sheet.
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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.
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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.
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Passenger Distribution
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SSP2
Baggage Distribution
FWD Holds AFT Holds
Less than Aft More than FWD
Notes:
1. This SSP can only be employed for Actual take-Off Masses below 102,000 kg.
2. The preference is for SSP1.
3. Total number of passengers seated in bays A and C should not differ by more than 15.
4. Up to 500kg of catering/crew bags are permitted in Hold A for both SSP’s.
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Boeing 757-200
13OCT12
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13OCT12
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Boeing 757-200
13OCT12
LOADING INSTRUCTIONS
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CAUTION: DO NOT PRESS CARGO AGAINST THE CEILING/ SIDEWALL
LINING DURING LOADING. IT MAY GET JAMMED, CAUSING DAMAGE TO
THE AIRCRAFT OR THE LOADING SYSTEM.
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3. When the first stack is loaded, the carpet is moved in the LOAD direction to
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provide space for another stack to be loaded. This process is continued
until loading is complete.
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4. When the final stack of cargo/luggage has been loaded, the system is
moved to the end position furthest away from the door.
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Note: Flashing amber lights in the control box indicate that the current
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control system (adaptive fuse) has engaged and the system needs to be
reset. Refer to crew
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UNLOADING INSTRUCTIONS
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CAUTION: MAKE SURE THAT DOOR BARRIER NETS ARE REMOVED BEFORE
UNLOADING ANY LUGGAGE, OTHERWISE SEVERE DAMAGE MAY OCCUR
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2. Run the system in the UNLOAD direction to reach the next layer of
cargo/luggage. This process is continued until unloading is complete.
Note: Do not push any luggage beyond the end of the system.
Note: Flashing amber lights in the control box indicate that the current
control system (adaptive fuse) has engaged and the system needs to be
reset. Refer to crew
© Titan Airways
GROUND HANDLING MANUAL Page 13
Revision 0
Boeing 757-200
13OCT12
Ground The diagrams below show the effects of jet blast and exhaust hazards at idle power
Manoeuvring and breakaway power.
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Boeing 757-200
13OCT12
Ground
Manoeuvring
(continued)
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Boeing 757-200
13OCT12
Ground
De-icing
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GROUND HANDLING MANUAL Page 16
Revision 0
Boeing 757-200
13OCT12
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GROUND HANDLING MANUAL Page 17
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Boeing 757-200
13OCT12
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GROUND HANDLING MANUAL Page 18
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Boeing 757-200
13OCT12
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GROUND HANDLING MANUAL Page 19
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Boeing 757-200
13OCT12
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GROUND HANDLING MANUAL Page 20
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Boeing 757-200
13OCT12
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GROUND HANDLING MANUAL Page 1
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Boeing 737-300
13OCT12
Boeing 737-300
Basic Data
Range 2500nm
Speed 430kts
Policies
The following policies are applicable to the operation of the Titan Airways Boeing 737-300 aircraft:
AVI Animals may be carried with prior notification in FWD hold 1 only
©Titan Airways
GROUND HANDLING MANUAL Page 2
Revision 0
Boeing 737-300
13OCT12
Dimensions
©Titan Airways
GROUND HANDLING MANUAL Page 3
Revision 0
Boeing 737-300
13OCT12
Hold Compartments
Hold 1
Hold 2
©Titan Airways
GROUND HANDLING MANUAL Page 4
Revision 0
Boeing 737-300
13OCT12
Hold 3
Hold 4
©Titan Airways
GROUND HANDLING MANUAL Page 5
Revision 0
Boeing 737-300
13OCT12
©Titan Airways
GROUND HANDLING MANUAL Page 6
Revision 0
Boeing 737-300
13OCT12
©Titan Airways
GROUND HANDLING MANUAL Page 7
Revision 0
Boeing 737-300
13OCT12
©Titan Airways
GROUND HANDLING MANUAL Page 8
Revision 0
Boeing 737-300
13OCT12
©Titan Airways
GROUND HANDLING MANUAL Page 9
Revision 0
Boeing 737-300
13OCT12
©Titan Airways
GROUND HANDLING MANUAL Page 10
Revision 0
Boeing 737-300
13OCT12
GSE Charts
©Titan Airways
GROUND HANDLING MANUAL Page 11
Revision 0
Boeing 737-300
13OCT12
©Titan Airways
GROUND HANDLING MANUAL Page 12
Revision 0
Boeing 737-300
13OCT12
Loadsheet
©Titan Airways
GROUND HANDLING MANUAL Page 13
Revision 0
Boeing 737-300
13OCT12
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
61,234
SSP
53,000 kgs
3
2
45,000 SSP
Mid
3 1
42,000
Low
High
©Titan Airways
GROUND HANDLING MANUAL Page 14
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Boeing 737-300
13OCT12
©Titan Airways
GROUND HANDLING MANUAL Page 15
Revision 0
Boeing 737-300
13OCT12
Ground Manoeuvring
©Titan Airways
GROUND HANDLING MANUAL Page 16
Revision 0
Boeing 737-300
13OCT12
©Titan Airways
GROUND HANDLING MANUAL Page 17
Revision 0
Boeing 737-300
13OCT12
Ground De-icing
©Titan Airways
GROUND HANDLING MANUAL Page 18
Revision 0
Boeing 737-300
13OCT12
©Titan Airways
GROUND HANDLING MANUAL Page 19
Revision 0
Boeing 737-300
13OCT12
©Titan Airways
GROUND HANDLING MANUAL Page 20
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Boeing 737-300
13OCT12
Intentionally Blank
©Titan Airways
GROUND HANDLING MANUAL Page 1
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BAe146
13OCT12
BAe146-200
Basic Data
Range C.1400nm
Speed 420kt
MTOW 42,184kg
Policies
The following policies are applicable to the operation of the Titan Airways BAe146 aircraft:
AVI Animals may be carried with prior notification in AFT hold only
(partially heated)
©Titan Airways
GROUND HANDLING MANUAL Page 2
Revision 0
BAe146
13OCT12
Dimensions
©Titan Airways
GROUND HANDLING MANUAL Page 3
Revision 0
BAe146
13OCT12
Hold Compartments
Forward Hold Max : 1520kg
Cubic Capacity :
©Titan Airways
GROUND HANDLING MANUAL Page 4
Revision 0
BAe146
13OCT12
©Titan Airways
GROUND HANDLING MANUAL Page 5
Revision 0
BAe146
13OCT12
©Titan Airways
GROUND HANDLING MANUAL Page 6
Revision 0
BAe146
13OCT12
GSE Charts
Passenger Operation
©Titan Airways
GROUND HANDLING MANUAL Page 7
Revision 0
BAe146
13OCT12
Cargo Operation
©Titan Airways
GROUND HANDLING MANUAL Page 8
Revision 0
BAe146
13OCT12
Servicing Points
©Titan Airways
GROUND HANDLING MANUAL Page 9
Revision 0
BAe146
13OCT12
Due to the presence of the Freight door at the rear of this aircraft preference is
to load the forward hold to max prior to utilisation of the read hold.
The Captain retains the ultimate authority on load distribution. See Loading
Instruction form below that can be used to communicate loading
instruction.
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).
©Titan Airways
GROUND HANDLING MANUAL Page 10
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BAe146
13OCT12
©Titan Airways
GROUND HANDLING MANUAL Page 11
Revision 0
BAe146
13OCT12
Ground
Manoeuvring
©Titan Airways
GROUND HANDLING MANUAL Page 12
Revision 0
BAe146
13OCT12
Ground
De-icing
©Titan Airways
GROUND HANDLING MANUAL Page 13
Revision 0
BAe146
13OCT12
©Titan Airways
GROUND HANDLING MANUAL Page 14
Revision 0
BAe146
13OCT12
©Titan Airways
TRAFFIC MANUAL Page 1
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BAe146 Royal Mail Turnaround Plan
13OCT12
Turnround Plan
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TRAFFIC MANUAL Page 2
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BAe146 Royal Mail Turnaround Plan
13OCT12
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BAe146 Royal Mail Turnaround Plan
13OCT12
This document contains details of Titan Airways requirements and expectations of handling agents
when providing turnrounds on the BAe146-200QC/QT aircraft whilst operating flights on behalf of
the Royal Mail. These instructions are designed to ensure a safe and efficient turn round for all staff
(Titan and 3rd party). Individual handling company procedures may be more restrictive and in this
case such procedures should take precedence.
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Shutdown All ground crew and equipment must be available in good time prior to the
aircraft arriving on stand.
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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
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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
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approaching the aircraft. Vehicles must be driven at low speed and a banksman
MUST be used when reversing towards the aircraft,
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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
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aircraft.
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Chocks / Cones Chocks should be placed under the nose or main wheels where available.
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Tail Strut / Sill Two ground staff members should collect the tail stand and sill protectors.
Protector These must be fitted to the aircraft prior to any unloading/loading operation.
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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.
© Titan Airways
TRAFFIC MANUAL Page 4
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BAe146 Royal Mail Turnaround Plan
13OCT12
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NOTE : If securing pin not re-attached after stowing sill protectors and tail strut,
warning light in cockpit will not extinguish.
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Sill Protectors
Sill protectors are available and are stowed in the aft underfloor hold (Hold 4).
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These are to be used for all turnrounds. Protectors must be fitted immediately
after door opening. Once all ULD’s are loaded protectors shall be removed
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prior to door closure and re-stowed in the hold. Despatcher shall confirm to
Captain that both sill protectors and tail strut stowed prior to door closure.
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TRAFFIC MANUAL Page 5
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BAe146 Royal Mail Turnaround Plan
13OCT12
Forward Steps Passengers steps suitable for a 1.95m sill height should be placed at the
forward passenger door on arrival.
Aircraft will normally use APU during turnround. In the event of u/s APU the
GPU following spec GPU will be required.
Operation of The freight door is controlled from the forward entry door vestibule. The flight
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Freight Door deck crew will operate the freight door at all times.
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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.
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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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TRAFFIC MANUAL Page 6
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BAe146 Royal Mail Turnaround Plan
13OCT12
Bear Clamp
Release To Release
Press release button in centre to un-secure.
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BAe146 Royal Mail Turnaround Plan
13OCT12
Securing of Securing straps on ALL ULD’s MUST be secured to the floor tracking prior to
Straps being loaded onto the aircraft.
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TRAFFIC MANUAL Page 8
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BAe146 Royal Mail Turnaround Plan
13OCT12
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ULD should be loaded one at a time. Since the aircraft has a roller floor the ULD
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ULD’s (Loading) 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
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appropriate bear clamps and all guide rails are in the UP position.
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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
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secured.
To Secure
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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
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Removal of Tail One the last ULD has been loaded and secured in position all ground crew
Strut / Sill should exit the aircraft and the HiLo removed.
Protectors
© Titan Airways
TRAFFIC MANUAL Page 9
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BAe146 Royal Mail Turnaround Plan
13OCT12
One ground crew member should remove the sill protector once the HiLo has
been removed. This should be secured in its correct stowage in the rear hold.
Despatcher shall confirm to Captain that both sill protectors and tail strut
stowed prior to door closure.
Steps On instructions from the crew member operating the freight door, the steps
should be removed. A ground crew member must be on hand ready to carry
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out this task once the loading has been completed.
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Chocks / Cones Remove
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Start crew should be in position no later than STD-5.
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BAe146 Royal Mail Turnaround Plan
13OCT12
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B737 Royal Mail Turnaround Plan
06JUL12
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Turnround Plan
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TRAFFIC MANUAL Page 12
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B737 Royal Mail Turnaround Plan
06JUL12
This document contains details of Titan Airways requirements and expectations of handling agents
when providing turnrounds on the Boeing 737 Freighter aircraft whilst operating flights on behalf of
the Royal Mail. These instructions are designed to ensure a safe and efficient turnround for all staff
(Titan and 3rd party). Individual handling company procedures may be more restrictive and in this
case such procedures should take precedence.
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Shutdown All ground crew and equipment must be available in good time prior to the
aircraft arriving on stand.
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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
cu
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
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approaching the aircraft. Vehicles must be driven at low speed and a banksman
MUST be used when reversing towards the aircraft,
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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
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the aircraft. At airports where use of APU is not permitted then the FEGP
should be connected for the turnround.
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Chocks / Cones Chocks should be placed under the nose or main wheels where available.
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Sill Protector Ground staff members should collect and install the sill protectors. These must
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Sill Protectors
These are to be used for all turnrounds. Protectors should be fitted after door
opening and prior to the Hi-Loader ‘contacting’ the aircraft. Once all ULD’s are
loaded protectors shall be removed prior to door closure and re-stowed.
© Titan Airways
TRAFFIC MANUAL Page 13
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B737 Royal Mail Turnaround Plan
06JUL12
Despatcher shall confirm to Captain that both sill protectors stowed prior to
door closure.
Forward Steps Passengers steps should be placed at the forward passenger door on arrival or
at the forward passenger door. Crew require these to access a release panel
prior to opening the cargo door.
Aircraft will normally use APU during turnround. In the event of airport not
GPU permitting APU use or a u/s APU the following spec GPU will be required.
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In the event of an unserviceable APU aircraft type requires an airstart.
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Operation of
Freight Door
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The freight door is controlled from the forward entry door vestibule. The flight
deck crew will operate the freight door at all times.
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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.
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Unload the rear hold first, then ULDs, then forward hold
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When unloading cargo, it is important to shuffle the load to the front of the
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TRAFFIC MANUAL Page 14
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B737 Royal Mail Turnaround Plan
06JUL12
Bear Clamp
Release To Release
Press clamp to un-secure.
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Locked Position
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Unlocked Position
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Securing of
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Straps Securing straps on ALL ULD’s MUST be secured to the floor tracking prior to being
loaded onto the aircraft.
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TRAFFIC MANUAL Page 15
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B737 Royal Mail Turnaround Plan
06JUL12
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B737 ULDs
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TRAFFIC MANUAL Page 16
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B737 Royal Mail Turnaround Plan
06JUL12
On-load
Order of loading ULD’s must be agreed with the Captain. The diagram may be used
as a guide only.
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The B737 cargo aircraft is nose heavy due to the mass of the door added to the
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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.
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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).
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Bay A forward balances bay H rearward. These bays have the most influence on C
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of G
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Bay D forward balances bay E rearward. These bays have the least influence on C
of G
Mail bags are quite bulky and full bins usually weigh a maximum load of about 1800
kgs. Most bins weigh on average between 400kgs and 1300 kgs.
The lower baggage holds can be loaded as well if the Royal Mail demands it. Again,
start loading in H3 and H4, followed by H2 and H1.
It could happen that four bins are quite heavy and the other four are empty or
nearly empty. In this case if all the heavy ones are at the rear of the plane and the
light ones at the front, we could get the C of G too far aft, especially if the lower
holds H3 and H4 are loaded as well. This is unlikely to happen but worth bearing in
mind.
© Titan Airways
TRAFFIC MANUAL Page 17
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B737 Royal Mail Turnaround Plan
06JUL12
Note: Unfortunately an empty or lightly loaded bin loaded last in position A by the
cargo door is sometimes difficult to lock down because the floor of the bins is
sometimes warped. For this reason we have found it best to load a bin with 750 kgs
– 1000 kgs in position A. This shouldn’t affect the C of G too much if the heavy bins
are at the rear of the plane.
The Titan Airways B737-3 Freighter Loading Instruction Form should be filled in
showing which bin numbers are loaded where and what, if any, is loaded in the
lower holds. The appropriate bin weights should be listed next to the appropriate
bin number. The flight crew will then calculate the index and total load, including
any ballast, leaving the blue copy for the loaders to use as a loading plan.
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Manoeuvring
of ULD’s ULD should be loaded one at a time.
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(Loading)
There should be a ‘step loading process. ULD’s loaded into positions E – H should
not be put into position all at once.
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Load forward hold first, then ULDs, then aft hold.
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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.
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Move load G into Bay B and load F into the doorway. Move load G into bay G and
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Since the aircraft has a roller floor the ULD should move easily within the cabin
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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
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levels before proceeding. Check appropriate bear clamps are down and all guide
rails are in the UP position.
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Securing
Load Each ULD must be secured in place by use of the floor mounted ‘bear’ clamps. It
is essential that before the next ULD is moved rearwards, the first unit is secured.
It is allowable that 2 bear clamps per row do not clamp, but only if they are not the
outermost ones. Any not fully clamped must be advised to the Captain before
doors are closed.
To Secure
Pull up in rear of clamp
© Titan Airways
TRAFFIC MANUAL Page 18
Revision 0
B737 Royal Mail Turnaround Plan
06JUL12
Belly Loading The lower baggage holds can be loaded as well if the Royal Mail demands it. Again,
start loading in H3 and H4, followed by H2 and H1.
Removal Sill Once the last ULD has been loaded and secured in position all ground crew should
Protectors exit the aircraft and the HiLo removed.
One ground crew member should remove the sill protector before the HiLo has
been removed. This should be secured in its correct stowage behind the forward
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bulkhead or cargo net.
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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.
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Steps On instructions from the crew member operating the freight door, the steps
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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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© Titan Airways