BURAQAIR

Doc. No P-OPS-03 (1-0) Procedure

Eff. Date 01/06/2020 Transport of cargo in passengers
Page (1) of (12) compartment
1. Objective

1.1. The objective of this procedure is to provide the means for BURAQ Air operational personnel to
ensure an acceptable level of safety is maintained at all times for the utilization of aircraft
configured for the carriage of passengers for the transport of cargo, including loading in the
passenger cabin.

1.2. The Following procedures will allow carrying cargo in the Cabin in a safely and organized
manner.

2. Scope
This procedure is applied during COVID 19 pandemic as declared by the Libya Gov, LyCAA exemption
and shall not exceed (3) Months from issuance of exemption Approval.

3. Responsibilities
3.1. Ground operations Manager, Marketing Manager, Cargo Manager, Flight operations Manager,
Technical Manager, Camo Manager and Safety Manager will be responsible for the good
conduct of these procedures.

3.2. The pilot in command (PIC) of the concerned flight shall take final decision.

4. Procedures
4.1. Back Ground:
Following the disruption caused by COVID 19, BURAQ Air approached Libyan Civil Aviation Authority
LYCAA seeking guidance and authorisation to use of aircraft configured for the carriage of
passengers to safely transport cargo, including loading cargo in the passenger cabin.

The reconfiguration of passenger aircraft by loading cargo on the passenger seats may be
established with the permission of the Libyan Civil Aviation Authority.

BURAQ Air realizes such reconfiguration of an aircraft in this manner requires full evaluation of
cargo restraints connected directly to the seat tracks to ensure structural loads are within design
limits and the appropriate restraint system is applied.

In compliance to LYCAA requirements, BURAQ Air performed a comprehensive safety risk

assessment involving all the relevant operational departments (i.e. ground, cargo, cabin, flight, and
engineering).

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4.2. Definitions

Cargo Aircraft:
Any aircraft, other than a passenger aircraft, which is carrying goods or property.

Passenger Aircraft:
An aircraft that carries any person other than a crew member, an operator's employee in an official
capacity, an authorised representative of an appropriate national authority or a person
accompanying a consignment or other cargo.

Bin or Cargo Seat Bag (CSB):

A specially designed container/bag to be fitted in a row of seats for the purpose of stowing cargo or
mail.

Cargo Compartment Classification:

These definitions reflect the classification requirements set out in Libyan Civil Aviation Regulations
(Information Notice - Number OPS IN-2020/01(, as shown in the ICAO document Emergency
Response Guidance for Aircraft Incidents Involving Dangerous Goods (Doc 9481) (red book).

Class A cargo or baggage compartment is one in which:

a. The presence of a fire would be easily discovered by a crew member while at his or her
station; and
b. Each part of the compartment is easily accessible in flight. Class A cargo compartment is not
required to have a liner.

Class B cargo or baggage compartment is one in which:

a. There is sufficient access in flight to enable a crew member to effectively reach any part of
the compartment with the contents of a hand fire extinguisher;
b. When the access provisions are being used, no hazardous quantity of smoke, flames, or
extinguishing agent, will enter any compartment occupied by the crew or passengers; and
c. There is a separate approved smoke detector or fire detector system to give warning at the
pilot or flight engineer station.

Class C cargo or baggage compartment is one not meeting the requirements for either a Class A or
B compartment but in which:
a. There is a separate approved smoke detector or fire detector system to give warning at the
pilot station;
b. There is an approved built-in fire extinguishing or suppression system controllable from the
pilot station;

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c. There are means to exclude hazardous quantities of smoke, flames, or extinguishing agent,
from any compartment occupied by the crew or passengers; and
d. There are means to control ventilation and draughts within the compartment so that the
extinguishing agent used can control any fire that may start within the compartment.
Class D cargo or baggage compartment is one in which:
a. A fire occurring in it will be completely confined without endangering the safety of the
aeroplane or the occupants;
b. There are means to exclude hazardous quantities of smoke, flames, or other noxious gases
from any compartment occupied by the crew or passengers;
c. Ventilation and draughts are controlled within each compartment so that any fire likely to
occur in the compartment will not progress beyond safe limits; and
d. Consideration is given to the effect of heat within the compartment on adjacent critical parts
of the aeroplane.
Cargo Tie Down Area:
Any area of the main passenger cabin floor, which is used to secure cargo, and further defined by
the removal of 1, 2, or 3 rows of passenger seats. Exit rows must not be included in the "cargo tie
down area".

4.3. Applicable cargo configurations

Cargo Type
Cargo Type Passenger
Cargo Type Passenger cabin Cargo Passenger cabin
cabin Cargo
Cargo
Overhead On the seats On cabin floor with
bin / coat Under seat In cargo With nets nets &/or straps
cupboard Seat bags &/or straps (seats removed)
Humanitarian supplies/
Medicines
 A A A+C A+C 
General cargo and/or
mail
 A A A+C A+C 
Dangerous goods × × × × × B
Cargo Aircraft Only
dangerous goods × × × × × D

Legend
A: require CAA approval
B: operators holding a CAA approval to carry dangerous goods as cargo
C: require acceptance by aircraft manufacturer
D: operators holding a CAA approval to carry dangerous goods. Cargo Aircraft Only dangerous goods must be loaded into a Class C cargo
compartment (not acceptable where passengers are on the aircraft)

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NOTE 1: BURAQ Air is on permanent contact with LYCAA in case of any updates as required as
further information becomes available.

4.4. Regulatory requirements

4.4.1. General: Libyan Civil Aviation Regulations LYCARs and aircraft manufacturers’ permit
operators to load verified cargo in the cabin of passenger aircraft subject to defined
conditions and, where necessary specific regulatory (LYCAA) authorisation. Refer to
(paragraph B "Applicable cargo configurations") of this chapter.

4.4.2. When cargo is loaded into the passenger cabin, the cargo shall not include any dangerous
goods or live animals.

4.4.3. For the purposes of the transport of cargo on BURAQ Air aircrafts configured for the carriage
of passengers, the passenger cabin should be considered as a Class A cargo compartment.

4.4.4. BURAQ Air shall ensure that sufficient one or more cabin crewmembers or other qualified
personnel are on board to monitor the cabin throughout the duration of the flight for any
indication of smoke or fire and when necessary to alert the flight crew and use the available
firefighting equipment to fight the fire.

4.5. Procedures for Approved / Non-approved loading locations:

4.5.1. Approved loading locations: Verified cargo may be carried in approved stowage locations
within the passenger compartment. These locations include overhead stowage bins, closets,
floor mounted stowage, and under seat stowage areas.

In these cases, the following limitations apply:

1. Stowage maximum capacity shall not be exceeded;
The mass of cargo shall not exceed the structural loading limits of the floor or seats; as detailed
in manufacturer Weight and Balance Manual;
2. The number/type of restraint devices and their attachment points shall be capable of
restraining the cargo in accordance with applicable certification specifications;
3. If the cargo is stored under the seats, then the seat shall be equipped with a restraint bar
system and the cargo placed fully underneath the seat. The mass of each piece of cargo shall
not exceed 9 kg;

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4. Items shall not be stowed in lavatories or against bulkheads that are incapable of restraining
articles against movement forward, sideways, or upwards and unless the bulkheads carry a
placard specifying the maximum capacity;
5. Cargo shall not be placed where it can impede access to emergency equipment or hinder egress
in case of an emergency evacuation;
6. Aisles & exit must remain clear to allow for emergency action.
7. Cargo placed in enclosed stowage areas shall not be of such size that they prevent latched
doors from being closed securely;
8. Checks should be made before take‐off, before landing and whenever the fasten seat belt signs
are illuminated as well as under orders of pilot in command to ensure that cargo is properly
stowed.
9. Cargo carried in overhead bins must not exceed the weight stated in manufacturer design
Limits.

4.5.2. Non-approved loading locations (On passenger seats).

For carriage of cargo in other than approved locations as described above, when it is deemed
necessary for BURAQ Air to load cargo on the passenger seats, Specific information from the
aircraft manufacturer may be required.

In these cases, the following limitations apply:

1. Mass of cargo loaded on the seats Loads must not exceed 77kg & seat limitation (refer to
aircraft Weight and Balance Manual), Buraq Limits set at 30KG;
2. Actual weight of cargo and even load distribution shall be used to ensure that the aircraft flight
manual (AFM), aircraft Weight and Balance Manual and minimum flight weight limits or
equivalent are never violated;
3. Conservative operational envelopes used for regular passenger flights shall be applied.
4. Cargo shall be adequately restrained, the number/type of restraint devices and their
attachment points shall be capable of restraining the cargo in accordance with applicable
certification specifications;

NOTE: One strap has two tie down points engaged in the tracks.

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5. The vertical center of gravity (CG) of the cargo must be equal to or lower than the passenger CG
provided by the seat supplier or similar documents during all flight phases;
6. Cargo load shall be appropriately accounted for in the weight and balance system and all
aircraft operational limits are respected;
7. The load should be evenly distributed across the seat row. The loading on each seat should not
exceed limits as provided by the aircraft and / or seat manufacturer.
8. All cargo packaging must be able to handle the Delta Pressure.
9. Cargo parcels' size shall not exceed the seat dimensions.
10. After securely putting Cargo parcels on seats, they shall be covered by security net.
11. Interim cargo carriage on seat for 3 boxes maximum 30 Kilograms as per figure 01.
8.a. Maximum height of cargo not higher than top of seat backrest
8.b. On seat cargo strap or net restraint per MOM-MOM-20-0239 guidance

Figure:01

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12. Interim cargo carriage on seat for 1 box maximum 90 Kilograms as per figure 02.
9.a. Maximum height of cargo not higher than top of seat backrest
9.b. On seat cargo strap or net restraint per MOM-MOM-20-0239 guidance

Figure:02

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4.6. General NOTES:
4.6.1. Safety Measures: Aircraft structure limitations (Linear, Area, floor panel’s .etc.( Shall be
strictly adhered to.
4.6.2. The CG of the aircraft must be operated within those for passenger flights.
4.6.3. Load Sheet to ACCURATELY reflect the position of cargo onboard.
4.6.4. PIC must be informed of cargo contents by NOTOC – to be including in briefing pack.
4.6.5. There must be ONE empty row in-between crew in the passenger compartment and cargo.
4.6.6. On board crew MUST occupy Cabin Crew seats. And Crew cannot share a row with cargo.
4.6.7. Loading in compartment must not form an obstacle to crew or staff moving in the cabin.
Cargo MUST NOT obstruct EMERGENCY EXITS and SIGNS.
4.6.8. Cargo must not contain bad smelling material, Dangerous Goods, liquids, etc…
4.6.9. Loading and Unloading of cargo in and out of the cabin is done by the service provider(s).
Nevertheless, qualified BURAQ Air staff (loadmaster, station manager, crewmember, Ground
maintenance engineer, and flight dispatcher) must supervise Loading and Unloading

4.7. Fire Fighting:

The firefighting procedures require a team of one or more cabin crewmembers. A team
effort is the most effective way to combat an on board fire.
Crew communication and coordination is important, and the roles of the cabin
crewmember(s) complement each other, because their tasks are performed simultaneously,
in order to optimize the firefighting effort.

4.7.1. The first crew member that finds the fire/smoke will take the role of the Firefighter, This
cabin crew member:
 Immediately investigated locates the source of the fire/smoke and must be able to be.
 Alerts other cabin crew member.
 Obtains the nearest fire extinguisher.
 Extinguished and Fights the fire by the onboard equipment.
 All smoke/fire detection equipment shall be maintained in accordance with LCAA
regulations.
 Additional fire equipment added for additional fire fitting capability

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4.7.2. The Communicator: The second cabin crew member on the scene. The communicator.
Informs the flight crew of the fire/smoke.
 Location.
 Source.
 Severity/Density (Color of smoke/odor).
 Firefighting progress.
 Number of extinguishers used.
 Time firefighting action started.
The communicator maintains the communication link between the cabin and the flight crew,
via an interphone that is near the firefighting scene.
The communicator must provide the flight crew with an accurate description of the
firefighting effort, and of the situation in the cabin.
The communicator must remain on the interphone and maintain the communication link
between the cabin and the flight crew for the duration of the event. An accurate report of
the situation existing in the cabin must be relayed without delay.

4.8. Emergency Procedures:

4.8.1. Cabin Crew.
Additional to the Emergency Procedures stated in OP’s & FCOM company manuals and check
lists, there is some extra Procedures:
 Check the cockpit flight crew every 20 min.
 Check the cabin every 15 min by doing walk thru the aisle and do a visual check on the
cargo.
 The cargo shall be checked during flight phase to ensure proper stowage in the following
instances (at the minimum):
o Before take‐off,
o Before landing,
o During Cruise Phase
o Under orders of the Pilot in Command (PIC).
 The area ahead of the emergency exit row seats must not be used for cargo.
 Cabin crew stations.
o Cabin attendant stations are located at the FWD and AFT cabin door on the A/C. The
cabin attendant seats are part of the attendant stations. During the take-off and landing
procedure the Cabin Crew members must use the attendant seats.
o There will one cabin crew located on the FWD station and the other one located on the
AFT.
o Extra crew has to seat on seats which are not located near the cargo (i.e. First rows).

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o Emergency Evacuation.
Cargo Seat Bags installed, but not filled must be fully closed and secured to prevent
anyone becoming trapped in an emergency case.

4.8.2. Cockpit Crew.

 Expedited Descent for Freighter Airplanes.
The expedited descent is a separate and different maneuver from the rapid descent.
The rapid descent is designed to bring the airplane down smoothly to a safe altitude. The
expedited descent maneuver is designed to maintain FL250 as long as possible. Descent from
FL250 is only started when an expedited, uninterrupted descent to the lowest safe altitude
or 3000 feet AFE at maximum airspeed can be Accomplished. This shortens flight time below
FL250 to minimize the severity of the fire in an oxygen rich environment. Intermediate level-
off below FL250 and extended flight at low airspeeds are avoided.
There is no fire extinguishing capability for main deck cargo compartment fires.
Fire protection requires isolating the fire and reducing the amount of oxygen available to the
fire. Arming the main deck cargo fire arm switch shuts down ventilation sources and protects
the occupied areas of the airplane from hazardous quantities of smoke. Pushing the cargo
fire depressurization/discharge switch depressurizes the airplane and reduces the amount of
oxygen available to the fire.
Maintaining FL250 as long as practicable minimizes oxygen available to the fire, while
accommodating flight crew physiological limits for extended flight on supplementary oxygen.
 Descent.
Proper descent planning is required to ensure the airplane arrives at the lowest safe altitude
or 3,000 feet AFE in the shortest time. The checklist provides an approximate distance from
an airport at sea level, in track miles, to begin the descent from FL250.
Do not delay the approach and landing once the descent is started. The checklist provides an
approximate distance from the airport to begin decelerating for the approach and landing.
Distances must be adjusted for actual conditions, such as a headwind or tailwind, thrust
requirements for anti-ice, or an airport elevation other than sea level.

Note 1: Creating two fixes and entering the distances on the BRG/DIS lines on the FMC FIX
INFO page, one to mark the descent from FL250 and the other to mark the deceleration
point, may assist in situational awareness and planning.
Note 2: Use of the autopilot, auto throttle, and LVL CHG mode is recommended to protect
airspeed and altitude and reduce crew workload for the expedited descent. Use of V/S mode
is not recommended.

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Note 3: The use of auto brakes is recommended because auto brakes provide symmetrical
braking and quicker application upon touchdown. However, when used properly, maximum
manual braking provides the shortest stopping distance.

 Approach
Precise approach planning is required to ensure the airplane is stabilized on final approach in
the landing configuration, and to avoid a go-around. Approaching level off altitude of 3,000
feet AFE, or higher as appropriate, retract the speed brakes before adding thrust. Retract
speed brakes smoothly while maintaining the selected speed. At 15 nm from the runway, set
the MCP speed to approach speed and immediately extend the speed brakes (prevents auto
throttle advancement and provides shortest time to configure). Upon reaching flaps up
speed, retract the speed brakes. Extend flaps and landing gear on schedule. Plan a normal
approach and landing. If circumstances dictate the use of speed brakes with the flaps
extended, high sink rates during the approach should be avoided. When thrust requirements
for anti-icing result in less than normal descent rates with the speed brakes extended,
slowing sooner than 15 nm from the runway and extending the landing gear sooner than in
the normal configuration sequence may be accomplished.

Note 1: Use of the autopilot and auto throttle with the APP mode is the recommended
technique for the approach and landing. Use of the V/S mode is not recommended.

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5. Process Map

No process map.

6. References
6.1. Libyan Civil Aviation Information Notice - Number OPS IN-2020/01 issue 1.
6.2. BOEING Company MOM-MOM-20-0239.
6.3. IATA guidance for safe transportation cargo on passenger cabin.

7. Distribution
7.1. Ground operations Manager.
7.2. Marketing Manager.
7.3. Cargo Manager.
7.4. Flight operations Manager.
7.5. Camo Manager.
7.6. Safety Manager.
8. Appendix:

8.1 BOEING Company MOM-MOM-20-0239-13B.

8.2 Seat Models.
8.3 Layout of Passenger Accommodations (LOPA) For Buraq Air A/C (5A-DMG).
8.4 Layout of Passenger Accommodations (LOPA) For Buraq Air A/C (5A-WAC).
8.5 Layout of Passenger Accommodations (LOPA) For Buraq Air A/C (5A-FLD).
8.6 Emergency Equipment’s Layout for Buraq Air A/C (5A-DMG).
8.7 Emergency Equipment’s Layout for Buraq Air A/C (5A-WAC).
8.8 Emergency Equipment’s Layout for Buraq Air A/C (5A-FLD).

Prepared: Ahmed Shwikat Revised: Alaiddin Dekna Approved: