OM Part A_Rev_6
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OPERATIONS MANUAL
PART A General Basic
Rev. 6 dated 30 May 10 Effective date:_____________
Air Italy S.p.A. Corso Sempione 111 21013 GALLARATE (VA) – ITALY
_________________________________________________________________________________________________________________________
This document is intellectual property of Air Italy, all rights are reserved. All information contained herein may not be published, reproduced in any form by photocopy, microfilm, retrieval system, or any other means without the prior written permission of Air Italy.
___________________________________________________________
OPERATIONS MANUAL
air italy
GENERAL BASIC ACCOUNTABLE MANAGER COMMITMENT
Part Chapt. Page Rev. 0
A Intro 1 16 Jul 08
Accountable Manager Commitment This manual (and any associated referenced manual) describes the Company organisation and procedures upon which the Authority (EU/ENAC) AOC Approval of Air Italy is based, in accordance with EU-OPS 1.1045 and relevant Appendix 1. This manual is approved by the undersigned and must be complied with, as applicable, when operations are being processed under the terms of the Company AOC approval. It is accepted that these procedures do not override the necessity of complying with any new or amended regulation published by the Authority from time to time where these new or amended regulations are in conflict with these procedures. It is understood that the Authority will approve this Organisation whilst the Authority is satisfied that the procedures are being followed and operational standards maintained. It is further understood that the Authority reserves the right to suspend, limit or revoke the AOC of the Operator if the Authority has evidence that procedures are not followed or standards not upheld. The undersigned assures to provide all the organisational resources, financial included, necessary to carry out all the operational activities in compliance with all Authority and Company requirements. Furthermore, the undersigned declares that the Company is in posses of all permits and authorisations required by the national laws to run its own business, with particular reference to: Environment Protection, Safety at Work, Fire Prevention, Building licenses and Personnel Contracts. For and on behalf of Air Italy.:
The Accountable Manager: Capt. Gentile Dr. Giuseppe
Date: 16 Jul 08
ACCOUNTABLE MANAGER COMMITMENT
OPERATIONS MANUAL
air italy
GENERAL BASIC ACCOUNTABLE MANAGER COMMITMENT
INTENTIONALLY LEFT BLANK
ACCOUNTABLE MANAGER COMMITMENT
Part Chapt. Page Rev. 0
A Intro 2 16 Jul 08
air italy
OPERATIONS MANUAL GENERAL BASIC REVISION APPROVAL
Part Chapt. Page Rev. 6
A intro 3 30 May 10
Revision Approval/Acceptance This Operations Manual, Edition 1 Revision 6, has been prepared by the Flight Operations Post Holder in co-ordination with Crew Training Post Holder and endorsed by the Quality Manager. It complies with EU-OPS1 and IOSA requirements and the company's Air Operator's Certificate (AOC) as well as with the applicable Italian regulations and laws. It is validated by the Accountable Manager and accepted or approved, as applicable, by ENAC. Rev N° 6
Date 30 May 10
Approval Written By Capt. Graziano GUZZINATI F.O.P.H.
Capt. Mariano Sanvicente C.T.P.H.
Capt. Paul SALA NTO Manager
Capt. Enrico CAVALLOTTI Safety and Security Manager
Endorsed by Ing. Claudio CARNELLI Quality Manager
Accepted/approved by Ing. Giovanni BONADIES ENAC Inspector Team Leader
Original signed held in library This revision nr 6 of Air Italy O.M. Edition 1 will become effective on _________________ For this revision, substantial repagination has been necessary. Therefore all chapters which have been repaginated due to substantial changes are marked “Rev 6”. The parts subjected to change other than mere repagination are marked with a lateral vertical bar.
REVISIONS APPROVALS
OPERATIONS MANUAL GENERAL BASIC
air italy
REVISION APPROVAL
Part Chapt. Page Rev. 6
A intro 4 30 May 10
Elements of the manual subject to approval by the Authority, all other parts must only be accepted (for details see para 0.2.2): Ops Manual Section (App. 1 to EU-OPS 1.1045)
Subject
EU - OPS Reference
A 1.1
Organization and Responsibility
A 2.4
Operational Control
1.195
A 5.2
Procedures for flight crew to operate on more than 1 type or variant
1.980
A 5.3
Procedures for cabin crew to operate on four airplane types
1.1030
Method of determination of minimum flight attitudes
1.250
En-route single engine safe forced landing area for land planes
1.542
A 8.1.1 N/A
(i) A 8.1.8 Mass & balance A 8.1.11
Standard mass values other than those specified in Subpart J (ii) Alternative documentation and related procedures (iii) Omission of data from documentation (iv) Special standard masses for the traffic load Tech Log
1.620(g) 1.625 App. 1, 1.605, § (b) App. 1, 1.625, § (a)(1)(ii) 1.915(b)
A 8.4
Cat II/III Operations
A 8.5
ETOPS Approval
A 8.6
Use of MEL
A9
---
1.440(a)(3), (b) & App. 1 1.246 1.030(a)
Dangerous Goods
1.1155
A 8.3.2
MNPS
1.243
A 8.3.2
RNAV (RNP)
1.243
A 8.3.2
RVSM
1.241
C3 B Vol 1
Max. approved passenger seating configuration Alternate method for verifying approach mass
N/A
Steep Approach Procedures and Short Landing Operations
C3
Use of on-board mass and balance systems
MEL
MEL
D 2.1
1.510(b) 1.515(a)(3) & (a)(4) & 1.550 (a) App. 1 to EU-OPS 1.625, 1.030(a)
Cat II/III Training syllabus flight crew
1.450(a)(2)
Recurrent training programme flight crew
1.965(a)(2)
Advanced qualification, programme N/A
1.480(a)(6)
Initial training cabin crew
1.978(a) 1.1005
D 2.2
Recurrent training programme cabin crew
1.1015(b)
D 2.3
Dangerous Goods
1.1220(a)
REVISIONS APPROVALS
Part Chapt. Page Rev. 6
OPERATIONS MANUAL
air italy
Part A - GENERAL BASIC DISTRIBUTION LIST
A Intro 5 30 May 10
Distribution List (OM Part A - OM Part B - OM Part C) Consignee ENAC
OMs CD
Accountable Manager
E
Quality Manager
E
Flight Operation Post Holder
E
Crew Training Post Holder
E
Ground Operation Post Holder
E
Maintenance Post Holder
E
Flight Safety Manager
E
Cabin Crew Manager
E
NTO
E
LIBRARY
P
OCC
E
TRTO
E
Flight Crew
E
Cabin Crew
E
Simulator
P
Airplanes
P
E:
Electronic format (pdf)
P:
Paper format
Note 1:
Paper copy of the OMs (Part A, Part B and Part C) are held at Library
Note 2:
Refer to Paragraph 0.1.7.7 for detailed distribution procedures to crews and other relevant personnel
DISTRIBUTION LIST
OPERATIONS MANUAL
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Part A - GENERAL BASIC DISTRIBUTION LIST
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DISTRIBUTION LIST
Part Chapt. Page Rev. 6
A Intro 6 30 May 10
OPERATIONS MANUAL
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GENERAL BASIC RECORD OF TEMPORARY REVISION
Part Chapt. Page Rev. 0
A RTR 1 16 Jul 08
RECORD of TEMPORARY REVISIONS TEMPORARY REVISION N°
DATE of ISSUE
DATE of EFFECTIVNESS
AFFECTED PAGES
INSERTED DELETED DATE & by Sign
RECORD OF TEMPORARY REVISIONS
OPERATIONS MANUAL
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GENERAL BASIC RECORD OF TEMPORARY REVISION
RECORD OF TEMPORARY REVISIONS
Part Chapt. Page Rev. 0
A RTR 2 16 Jul 08
OPERATIONS MANUAL GENERAL BASIC
air italy
RECORD OF REVISION
Part Chapt. Page Rev. 6
A REV 1 30 May 10
Record of Revisions REVISION DATE of EFFECTIVNESS
AFFECTED PAGES
INSERTED by
15 Jun 08
16 Jul 08
Edition 1
Flight Oper. Dept.
1
25Nov 08
25 Nov 08
See L.E.P
2
26 Jan 09
26 Jan 09
See L.E.P.
3
15 May 09
15 May 09
See L.E.P.
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15 Dec 09
15 Dec 09
See L.E.P.
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15 Apr 10
See L.E.P.
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30 May 10
See L.E.P.
N°
DATE of ISSUE
0
RECORD OF REVISIONS
air italy
OPERATIONS MANUAL GENERAL BASIC RECORD OF REVISION
Part Chapt. Page Rev. 6
A REV 2 30 May 10
Record of Review Date
Name
Signature
By signing this box I hereby declare that contents of this manual have been reviewed against all the applicable requirements and procedures and found compliant.
RECORD OF REVISIONS
OPERATIONS MANUAL
air Italy
GENERAL BASIC 0 – ADMINISTRATION AND CONTROL OF OPERATION MANUALS
Legend: R Revised A Added
Chapt Intro Intro Intro Intro Intro Intro RTR RTR REV REV LEP LEP LEP LEP LEP LEP LEP LEP LEP LEP Index Index 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1.0 1.0 1.1
Pg 1 2 3 4 5 6 1 2 1 2 1 2 3 4 5 6 7 8 9 10 1 2 i ii 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 i ii i
Rev 0 0 6 6 6 6 0 0 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 5 6 6 6 5 5 5 6 6 6 6 6 6 6 6 6 6 6 6 6 6
Date 16 Jul 08 16 Jul 08 30 May 10 30 May 10 30 May 10 30 May 10 16 Jul 08 16 Jul 08 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 15 Apr 10 30 May 10 30 May 10 30 May 10 15 Apr 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10
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Chapt 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.2 1.2 1.2 1.2 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.4 1.4 1.4 1.4 1.5 1.5 1.5 1.5 1.5 1.5 2.0 2.0 2.1 2.1 2.1 2.1 2.1 2.1 2.1
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Pg ii 1 2 3 4 5 6 i ii 1 2 i ii 1 2 3 4 5 6 7 8 9 10 11 12 13 14 i ii 1 2 i ii 1 2 3 4 i ii i ii 1 2 3 4 5
Part Chapt Page Rev. 6 Rev 6 6 6 6 6 6 6 0 0 6 0 6 6 5 5 6 6 6 6 6 6 6 6 6 6 6 6 5 5 6 6 5 5 5 6 6 6 6 6 5 5 5 5 6 5 5
A LEP 1 30 May 10 Date 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 16 Jul 08 16 Jul 08 30 May 10 16 Jul 08 30 May 10 30 May 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 15 Apr 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 30 May 10 15 Apr 10 15 Apr 10
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OPERATIONS MANUAL
air Italy Chapt 2.1 2.2 2.2 2.2 2.2 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.5 2.5 2.5 2.5 3.0 3.0 3.1 3.1 3.1 3.1 3.2 3.2 3.2
Pg 6 i ii 1 2 i ii 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 i ii 1 2 3 4 5 6 i ii 1 2 i ii i ii 1 2 i ii 1
GENERAL BASIC 0 – ADMINISTRATION AND CONTROL OF OPERATION MANUALS Rev 5 5 5 5 5 6 6 6 5 5 5 6 6 6 6 6 6 6 6 6 6 6 6 6 6 5 5 5 5 5 5 6 5 0 0 0 0 6 6 4 4 4 4 0 0 0
Date 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 30 May 10 15 Apr 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 30 May 10 15 Apr 10 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 30 May 10 30 May 10 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 16 Jul 08 16 Jul 08 16 Jul 08
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Chapt 3.2 3.3 3.3 3.3 3.3 3.3 3.3 4.0 4.0 4.1 4.1 4.1 4.1 4.1 4.1 4.2 4.2 4.2 4.2 4.3 4.3 4.3 4.3 4.4 4.4 4.4 4.4 5.0 5.0 5.1 5.1 5.1 5.1 5.1 5.1 5.2 5.2 5.2 5.2 5.2 5.2 5.2 5.2 5.2 5.2 5.2
LIST OF EFFECTIVE PAGES
Pg 2 i ii 1 2 3 4 i ii i ii 1 2 3 4 i ii 1 2 i ii 1 2 i ii 1 2 i ii i ii 1 2 3 4 i ii 1 2 3 4 5 6 7 8 9
Part Chapt Page Rev. 6 Rev 0 0 0 0 0 0 0 6 6 5 5 6 6 6 6 0 0 6 6 5 5 6 6 0 0 4 4 6 6 6 6 0 6 6 6 6 6 6 5 5 6 6 6 6 6 6
A LEP 2 30 May 10 Date 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 30 May 10 30 May 10 15 Apr 10 65 Apr 10 30 May 10 30 May 10 30 May 10 30 May 10 16 Jul 08 16 Jul 08 30 May 10 30 May 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 16 Jul 08 16 Jul 08 15 Dec 09 15 Dec 09 30 May 10 30 May 10 30 May 10 30 May 10 16 Jul 08 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10
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OPERATIONS MANUAL
air Italy Chapt 5.2 5.2 5.2 5.2 5.2 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.4 5.4 5.4 5.4 5.4 5.4 5.4 5.4 5.5 5.5 5.5 5.5 6.0 6.0 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1
Pg 10 11 12 13 14 i ii 1 2 3 4 5 6 i ii 1 2 3 4 5 6 i ii 1 2 i ii i ii 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
GENERAL BASIC 0 – ADMINISTRATION AND CONTROL OF OPERATION MANUALS Rev 6 6 6 5 5 6 6 0 0 0 0 6 6 0 0 0 0 0 0 0 0 0 0 0 0 6 6 6 6 5 6 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5
Date 30 May 10 30 May 10 30 May 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 30 May 10 30 May 10 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 30 May 10 30 May 10 30 May 10 30 May 10 15 Apr 10 30 May 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10
R R R R
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Chapt 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.2 6.2 6.2 6.2 6.2 6.2 6.3 6.3 6.3 6.3 7.0 7.0 7.1 7.1 7.1 7.1 7.1 7.1 7.1 7.1 7.1 7.1 7.2 7.2 7.2 7.2 8.0 8.0 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1
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Pg 18 19 20 21 22 23 24 25 26 i ii 1 2 3 4 i ii 1 2 i ii i ii 1 2 3 4 5 6 7 8 i ii 1 2 i ii i ii iii iv 1 2 3 4 5
Part Chapt Page Rev. 6 Rev 5 5 5 5 5 5 5 5 5 5 5 6 6 6 6 0 0 0 0 6 6 5 5 5 5 5 5 5 5 5 5 0 0 0 0 6 6 6 6 6 6 6 6 6 6 6
A LEP 3 30 May 10 Date 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 30 May 10 30 May 10 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 30 May 10 30 May 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10
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OPERATIONS MANUAL
air Italy Chapt 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1
Pg 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51
GENERAL BASIC 0 – ADMINISTRATION AND CONTROL OF OPERATION MANUALS Rev 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6
Date 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10
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Chapt 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2
LIST OF EFFECTIVE PAGES
Pg 52 53 54 55 56 57 58 59 60 61 62 i ii 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33
Part Chapt Page Rev. 6 Rev 6 6 6 6 6 6 6 6 6 6 6 5 5 5 5 5 5 5 5 5 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6
A LEP 4 30 May 10 Date 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10
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5 5 5 5 5
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OPERATIONS MANUAL
air Italy Chapt 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3
Pg 34 35 36 37 38 39 40 41 42 i ii iii iv v vi 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31
GENERAL BASIC 0 – ADMINISTRATION AND CONTROL OF OPERATION MANUALS Rev 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6
Date 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10
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Chapt 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.4 8.4 8.4
LIST OF EFFECTIVE PAGES
Pg 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 i ii 1
Part Chapt Page Rev. 6 Rev 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 5 5 5
A LEP 5 30 May 10 Date 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 15 Apr 10 15 Apr 10 15 Apr 10
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OPERATIONS MANUAL
air Italy Chapt 8.4 8.4 8.4 8.4 8.4 8.4 8.4 8.4 8.4 8.4 8.4 8.4 8.4 8.4 8.4 8.5 8.5 8.5 8.5 8.5 8.5 8.5 8.5 8.6 8.6 8.6 8.6 8.6 8.6 8.7 8.7 8.7 8.7 8.8 8.8 8.8 8.8 8.8 8.8 8.9 8.9 8.9 8.9 8.9 8.9 8.9
Pg 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 i ii 1 2 3 4 5 6 i ii 1 2 3 4 i ii 1 2 i ii 1 2 3 4 i ii 1 2 3 4 5
GENERAL BASIC 0 – ADMINISTRATION AND CONTROL OF OPERATION MANUALS Rev 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 5 5 5 5 5 5 0 0 0 0 0 0 0
Date 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 26 Jan 09 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08
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Chapt 8.9 8.9 8.9 8.9 8.9 9.0 9.0 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.2 9.2 9.2 9.2 9.2 9.2 10.0 10.0 10.1 10.1 10.1 10.1 10.1 10.1 10.1 10.1 10.1 10.1 10.1
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Pg 6 7 8 9 10 i ii i ii 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 i ii 1 2 3 4 i ii i ii 1 2 3 4 5 6 7 8 9
Part Chapt Page Rev. 6 Rev 0 0 0 0 0 6 6 5 5 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 5 5 6 6 6 6 6 6 6 6 5 5 5 5 5 5 5 5 5
A LEP 6 30 May 10 Date 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 30 May 10 30 May 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10
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OPERATIONS MANUAL
air Italy Chapt 10.1 10.1 10.1 10.1 10.1 10.1 10.1 10.1 10.1 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11
Pg 10 11 12 13 14 15 16 17 18 i ii 1 2 3 4 5 6 7 8 9 10 11 6 13 14 15 16 17 18 19 20 i ii 1 2 3 4 5 6 7 8 9 10 11 12 13
GENERAL BASIC 0 – ADMINISTRATION AND CONTROL OF OPERATION MANUALS Rev 5 5 5 5 5 6 6 6 6 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6
Date 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 30 May 10 30 May 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10
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Written by: G. Guzzinati Original Sign held in library
Endorsed by: C. Carnelli Original Sign held in library
ENAC Original Sign held in library
Air Italy FOPH Date 30 May 10
Air Italy Quality Manager Date 30 May 10
Date
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CHAPTER/SECTIONS INDEX 0
ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL 0.1 Introduction 0.2 System of Amendments and Revision
1
ORGANISATION & RESPONSABILITIES 1.1 Organisation and Responsibilities 1.2 Nominated Post Holder 1.3 Responsibilities and Duties of Operations Management Personnel 1.4 Authority, Duties and Responsibilities of Commander 1.5 Duties and Responsibilities of Crewmembers other than the Commander
2
OPERATIONAL CONTROL AND SUPERVISION 2.1 Supervision of the Operation by the Operator 2.2 System of Promulgation of Additional Operational Instructions and Information 2.3 Accident Prevention and Flight Safety Programme 2.4 Operational Control 2.5 Powers of Authority
3
QUALITY SYSTEM 3.1 Quality Policy 3.2 The Quality System Description 3.3 Quality Assurance Personnel
4
CREW COMPOSITION 4.1 Crew Composition 4.2 Designation of the Commander 4.3 Flight Crew Incapacitation 4.4 Operation on more than one type
5
QUALIFICATION REQUIREMENTS 5.1 Qualification Requirements 5.2 Flight Crew 5.3 Cabin Crew 5.4 Training, Checking and Supervision Personnel 5.5 Other Operations Personnel
6
CREW HEALTH PRECAUTIONS 6.1 Crew Health Precautions 6.2 Health Troubles on Board 6.3 Disinfecting Procedures
7
FLIGHT TIME LIMITATIONS 7.1 Flight and Duty Time Limitations and Rest Requirements 7.2 Exceedances and/or Reductions
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8
OPERATING PROCEDURES 8.1 Flight Preparation Instructions 8.2 Ground Handling Instructions 8.3 Flight Procedures 8.4 All Weather Operations 8.5 ETOPS 8.6 Use of MEL and CDL 8.7 Non Revenue Flights 8.8 Oxygen Requirements 8.9 Cold Weather Operations
9
DANGEROUS GOODS AND WEAPONS 9.1 Carriage of Dangerous Goods and Weapons 9.2 Carriage of Weapons, Munitions of War and Sporting Weapons
10
SECURITY 10.1 Security Instruction and Guidance 10.2 Preventive Security Measures and Training
11
HANDLING OF ACCIDENTS AND OCCURRENCES
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RULES OF THE AIR
13
LEASING
APPENDICES
INDEX
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0 Administration and control of operations manual ....................................................... 1 0.1 INTRODUCTION ...........................................................................................................1 0.1.1 General .....................................................................................................................1 0.1.1.1 Definitions related to the compilation of the O.M. .................................................1 0.1.2 Exemptions ...............................................................................................................1 0.1.3 Operational Directives...............................................................................................1 0.1.4 Common Language ..................................................................................................2 0.1.5 Laws, Regulations and Procedures Operator’s responsibilities ................................2 0.1.6 Air Operator Certificate (AOC) issue.........................................................................3 0.1.6.1 General rules for Air Operator Certification holder ...............................................5 0.1.6.2 Issue, variation and continued validity of the AOC ...............................................6 0.1.6.3 Administrative requirements .................................................................................6 0.1.7 Operations Manual (O.M.).........................................................................................6 0.1.7.1 Requirements accomplishment on publishing Company Operations Manual.......7 0.1.7.2 Comparability and usability of Operations Manual ...............................................8 0.1.7.3 Pagination ............................................................................................................8 0.1.7.4 Manual list ............................................................................................................9 0.1.7.5 Structure and contents of the Operations Manual ................................................9 0.1.7.5.1 Part A: General/Basic (G/B).............................................................................9 0.1.7.5.2 Part B: Flight Crew Operation Manual – Type Related ..................................11 0.1.7.5.3 Part C: Route and Aerodrome Instructions and Information Manuals (RM)...12 0.1.7.5.4 Part D: Training Manual (TM) ........................................................................12 0.1.7.5.5 Syllabi ............................................................................................................13 0.1.7.6 Terms & Abbreviations .......................................................................................13 0.1.7.7 Responsibility for Issuance and Distribution of the Operations Manual..............13 0.1.8 Routes and areas of operation................................................................................14 0.2 SYSTEM OF AMENDMENTS AND REVISIONS ........................................................15 0.2.1 Responsibility for issuance and insertion of Amendments /Revisions.....................15 0.2.2 Amendment procedure ...........................................................................................15 0.2.3 Authority and Classification.....................................................................................16 0.2.4 Distribution ..............................................................................................................16 0.2.5 Distribution of Amendments and Revisions.............................................................16 0.2.6 Hand-written Revisions ...........................................................................................17 0.2.7 List of effective pages .............................................................................................17 0.2.8 Temporary Revisions ..............................................................................................17
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0 ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL 0.1 INTRODUCTION 0.1.1 General Air Italy S.p.A will not operate an aeroplane for the purpose of commercial air transport other than in accordance with EU-OPS 1. Air Italy S.p.A. will comply with the requirements contained in EU-OPS 1 applicable to aeroplanes operated for the purpose of commercial air transport. Anyhow, when items are not ruled by the EU law, national regulation is in force. Each aeroplane will be operated in compliance with the terms of its Certificate of Airworthiness and within the approved limitations contained in its Aeroplane Flight Manual. Air Italy aircraft are operated for commercial air transport and cannot be operated for purpose not covered by OPS 1 0.1.1.1 Definitions related to the compilation of the O.M. Accepted/Acceptable means not objected to by the Authority as suitable for the purpose intended. Approved (by the Authority ) means documented (by the Authority) as suitable for the purpose intended Master Minimum Equipment List (MMEL) means a master list (including a preamble) appropriate for an aircraft type, which determines those instruments, items of equipment or functions that, while maintaining the level of safety intended in the applicable airworthiness certification specifications, may temporarily be inoperative either due to the inherent redundancy of the design, or due to specified operational and maintenance procedures, conditions and limitations, and in accordance with the applicable procedures for Continued Airworthiness. Minimum Equipment List (MEL) means a list (including a preamble) which provides for the operation of aircraft, under specified conditions, with particular instruments, items of equipment or functions inoperative at the commencement of flight. This list is prepared by the operator for his own particular aircraft taking account of their aircraft definition and the relevant operational and maintenance conditions in accordance with a procedure approved by the Authority. 0.1.2 Exemptions Air Italy S.p.A. is aware that the Authority may exceptionally and temporarily grant an exemption from the provisions of EU-OPS Part 1 when satisfied that there is a need and subject to compliance with any supplementary condition the Authority considers necessary in order to ensure an acceptable level of Safety in the particular case. 0.1.3 Operational Directives Air Italy S.p.A. is aware that the Authority may direct, by means of an Operational Directive, that an operation be prohibited, limited or subject to certain conditions, in the interests of safe operations. In this case, Operational Directive will state: (1) the reason for issue; (2) applicability and duration; (3) action required by Air Italy S.p.A. Operational Directives are supplementary to the provisions of EU-OPS 1.
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0.1.4 Common Language Air Italy has selected English as the common language for flight operations. The Company Post Holders, each for the respective area of responsibility, must assure that all Personnel involved in flight operations is able to communicate in English. Italian can be used during flight operations when deemed practical and appropriate. English knowledge will be evaluated through an initial assessment and training will be provided if necessary. 0.1.5 Laws, Regulations and Procedures Operator’s responsibilities The F.O.P.H. ensures that: (1) all Company ground employees are made aware that they must comply with the laws, regulations and procedures of those States in which operations are conducted and which are pertinent to the performance of their duties. In order to comply with the above requirements the following trainings will be provided : Incoming briefing consisting in a ground course where a detailed explanation/consultation of company Operations Manual, Company Ground Operations Manual (GOM), IATA Dangerous Goods Manual and ICAO Annex 18, local AIP, ICAO Doc 4444 (Rules of the Air), Airport Handling Manual for the parts of interest and other relevant documents concerning regulations and procedures of those States in which operations are conducted. (2) all Crew Members are made familiar with the laws, regulations and procedures pertinent to the performance of their duties through the . following trainings: Incoming Briefing Line Training Recurrent Training During these trainings a detailed explanation/consultation of company Operations Manual, Company Ground Operations Manual (GOM), IATA Dangerous Goods Manual and ICAO Annex 18, local AIP, ICAO Doc 4444 (Rules of the Air), Jeppesen/Aerad Route Manual, and other relevant documentation is given. (3) that the reception, retention and dissemination of documentation and/or data from external sources is received in time by all operational personnel to satisfy operational requirements. The Flight Operations Library, identified with the Navigation and Technical Operations Office (NTO), will make all the documentation herein described and other relevant documents available to all Company employees as appropriate.
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0.1.6 Air Operator Certificate (AOC) issue At present time Air Italy S.p.A has been issued an AOC with the following contents and conditions:
AOC N° I - 103
A) Tipi di Operazioni Types of Operations B) Tipi di Aeromobili Type of Aircraft
C) Area delle Operazioni Area of Operations D) Limitazioni speciali Special Limitations
A1 – Trasporto Passeggeri – Passengers A2 – Trasporto Merci – Cargo B 737-300 (A1, A2) B 737-300 (A1, A2) B 737-400 (A1, A2) B 737-800 (A1, A2) B 767-200 (A1, A2) B 767-300 (A1, A2) Worldwide except N/S Pole Nessuna None
E) Autorizzazioni Speciali/Approvazioni Special Authorization/Approvals (E1): CAT II RVR300mt DH100ft (E2): CAT IIIA RVR200mt DH50ft (E3): CAT IIIB RVR75mt DH0 (767) (E5): LVTO RVR 125mt (Cat C), 150mt (Cat D) (E6) MNPS/NAT(B767) (E7): ETOPS 180 min (B767) (E8): B-RNAV. (E9): RVSM: worldwide (where applicable) (E10): RNP-5/ RNP-10 EUR-SAM corr. (E11): Dangerous Goods (except EI-COK and D-AGMR) F) Marche di Registrazione Aircraft Registrations Marks
G) Deroghe Exemptions
Boeing 737-33A Boeing 737-3Q8 Boeing 737-300W Boeing 737-300W Boeing 737-430 Boeing 737-430 Boeing 737-7GL Boeing 737-84P Boeing 767-23B Boeing 767-23B Boeing 767-304 Boeing 767-304 Nessuna None
0.1 - INTRODUCTION
I – AIGL I – AIGM EI – IGR EI – IGS EI-COK D - AGMR I – AIGP I – AIGN I – AIGH I – AIGI I – AIGG I – AIGJ
MSN MSN MSN MSN MSN MSN MSN MSN MSN MSN MSN MSN
23636 24299 28561 28562 27003 27007 37233 35074 23973 23974 28041 28039
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Note1: this is just a sample reporting the certification for reference only. Official and up to date documents are available on board of each Aircraft and in Air Italy headquarter. Note2: even if Air Italy AOC does not contain anymore B757, this type has been retained in Operations Manual for reference only.
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0.1.6.1 General rules for Air Operator Certification holder (a) Air Italy S.p.A. will not operate an aeroplane for the purpose of commercial air transportation otherwise than under, and in accordance with, the terms and conditions of the Air Operator Certificate (AOC) held. (b) In case of variation request of the held AOC, Air Italy S.p.A. will allow the Authority to examine all Safety aspects of the proposed operation. (c) Air Italy S.p.A. declares that is not holding an AOC issued by another State Authority. (d) Air Italy S.p.A. declares that it has its principal place of business located in accordance with issued AOC. (e) Air Italy S.p.A. declares that it has registered the aeroplanes, which are to be operated under the AOC, in Italy and, if not, Air Italy S.p.A. will operate aeroplanes registered on the national register of another State only with and under the mutual agreement of the Italian Authority and the second-named State Authority. (f) Air Italy S.p.A declares that he is able to conduct safe operations and he is aware of the possibility that the held AOC will be varied, suspended or revoked if the Authority is no longer satisfied that the Operator can maintain safe operations. (g) Air Italy S.p.A will always grant the Authority access to his organisation and aeroplanes and will ensure that, with respect to maintenance, access is granted to any associated EU–145 maintenance organisation, to determine continued compliance with EU–OPS. (h) Air Italy S.p.A. ensures that every flight is conducted in accordance with the provisions of the present Operations Manual. (i) Air Italy S.p.A assures that he has arranged appropriate ground handling facilities to ensure the safe handling of his flights and that his aeroplanes are equipped and Crews qualified as required for the area and type of operation authorised. (j) Air Italy S.p.A. assures that arrangements are made for the production of manuals, amendments and other documentation. (k) Air Italy S.p.A. will always comply with the maintenance requirements, in accordance with EU-OPS 1 Subpart M, for all aeroplanes operated under the terms of his AOC. (l) Air Italy S.p.A. assures that will always provide the Authority with a copy of the Operations Manual, as specified in Subpart P and all amendments or revisions to it. (m)Air Italy S.p.A. will maintain, when needed, operational support facilities at the main operating base(s), appropriate for the area and type of operations. (n) Air Italy S.p.A. declares that its organization and management are suitable and properly matched to the scale and scope of the operation. (o) Air Italy S.p.A. will comply with the applicable retroactive airworthiness requirements for aeroplanes operated for the purpose of commercial air transportation. (p) Each Air Italy S.p.A aeroplane must be operated in compliance with the terms of its Certificate of Airworthiness and within the approved limitations contained in its Aeroplane Flight Manual. (q) If Air Italy will include in its fleet aircraft not registered in Italy but in a state member of the EU community, will set appropriate arrangements to ensure appropriate safety oversight. 0.1 - INTRODUCTION
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Part A Chapt. 0.1 air italy Page 6 Rev. 5 15 Apr 10 (r) Air Italy airplane will be operated in areas, or through portions of airspace, or on routes where navigation performance requirements have been specified, is certified according to these requirements, and, if required, that the Authority has granted the relevant operational approval 0.1.6.2 Issue, variation and continued validity of the AOC Air Italy S.p.A. is aware that: (a) an AOC, or a variation to an AOC, will not remain valid unless: 1. Aeroplanes operated have a standard Certificate of Airworthiness issued in accordance with ICAO Annex 8 by a JAA Member State. Standard Certificates of Airworthiness issued by a JAA Member State other than the State responsible for issuing the AOC, will be accepted without further showing when issued in accordance with EU–21; 2. The maintenance system has been approved by the Authority in accordance with Subpart M; 3. The Operator has satisfied the Authority that he has the ability to: (i) Establish and maintain an adequate organisation; (ii) Establish and maintain a quality system in accordance with EU–OPS 1.035; (iii) Comply with required training programmes; (iv) Comply with maintenance requirements, consistent with the nature and extent of the operations specified, including the relevant items prescribed in EU–OPS 1.175(g) to(o); and (v) Comply with EU–OPS 1.175. (b) Notwithstanding the provisions of EU–OPS 1.185(f), Air Italy S.p.A. will notify the Authority as soon as practicable of any changes to the information submitted in accordance with EU–OPS 1.185(a). (c) If the Authority is not satisfied that the requirements of subparagraphs above have been met, the Authority may require the conduct of one or more demonstration flights, operated as if they were commercial air transport flights. 0.1.6.3 Administrative requirements Air Italy S.p.A. is aware that: (a) The application for the variation of an AOC must be submitted at least 30 days, or as otherwise agreed, before the date of intended operation. (b) The application for the renewal of an AOC must be submitted at least 30 days, or as otherwise agreed, before the end of the existing period of validity. (c) Other than in exceptional circumstances, the Authority must be given at least 10 days prior notice of a proposed change of a nominated Post Holder. 0.1.7 Operations Manual (O.M.) Company Operations Manual is provided for the use and guidance of Crew Members and operations Personnel. It lays down standards and procedures for the conduct of the Operator’s operations. Company Operations Manual complies with EU-OPS 1 requirements and with all other present regulations, terms and conditions of the Company’s “Air Operator’s Certificate – AOC“. That means that for the time being the Italian regulations must be applied in conjunction with the directives contained into : 1. subpart N (Flight Crew) O (Cabin Crew). 0.1 - INTRODUCTION
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Part A Chapt. 0.1 air italy Page 7 Rev. 5 15 Apr 10 2. subpart Q Flight Duty Time Limitations and Rest Requirement are implemented and regulated by national Regulations: “Regolamento integrative al capo Q dell’annesso III del regolamento (CE) N3922/1991 Standards and procedures contained in O.M. must be strictly adhered to at all times unless a departure from them can be justified on the ground that it was necessary in the particular circumstances in order to secure the Safety of the operation. All such deviations must be reported to the Flight Operations Post-Holder. For the sake of simplicity and clarity the pronoun “he” is used throughout the O.M. When appropriate, the pronoun “she” should be assumed. 0.1.7.1 Requirements accomplishment on publishing Company Operations Manual (a) Air Italy S.p.A. ensures that Company Operations Manual contains all instructions and information necessary for operations Personnel to perform their duties. (b) Contents of Company Operations Manual, including all amendments or revisions, do not contravene the conditions contained in the Air Operator Certificate (AOC) or any applicable regulations and is acceptable to, or, where applicable, approved by, the Authority. (c) Company Operations Manual is written in English language except for a very limited paragraphs (pertaining to specific Italian Regulations) left in the original language (Italian) in accordance with provisions allowed by IEM OPS 1.1040(c). The Flight Operations Post-Holder assures that operations Personnel from foreign countries are able to fully understand the instructions given in Italian language. (d) Should it become necessary to produce new versions of the Operations Manual or major parts/volumes thereof, Air Italy S.p.A. will comply with requirements at subparagraph (b) above. (e) Air Italy S.p.A. ensures that all operations Personnel have easy access to a copy of each part of the Operations Manual which is relevant to their duties. In addition, Crew Members are supplied with a personal copy of Parts A and B of the Operations Manual as are relevant for personal study. (f) Air Italy S.p.A. assures that one updated copy of Operations Manual (Parts A, B, C and D) is carried on board of each Company aeroplane. The Flight Operations Post-Holder is the holder of the Operations Manual assigned to each aeroplane. (g) Air Italy S.p.A. ensures that the Operations Manual is amended or revised so that the instructions and information contained therein are kept up to date. All operations Personnel will be constantly made aware of such changes (by written or E-mail communication) that are relevant to their duties. (h) Each holder of an Operations Manual, or appropriate parts of it, shall keep it up to date with the amendments or revisions supplied by the F.O.P.H.. (i) Air Italy S.p.A. will supply the Authority with intended amendments and revisions in advance of the effective date. When the amendment concerns any part of the Operations Manual which must be approved in accordance with EU–OPS, this approval shall be obtained before the amendment becomes effective. When immediate amendments or revisions are required in the interest of Safety, they may be published and applied immediately, provided that any approval required has been applied for. (j) Air Italy S.p.A. will incorporate all amendments and revisions required by the Authority. 0.1 - INTRODUCTION
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(k) Air Italy S.p.A. ensures that information taken from approved documents, and any amendment of such approved documentation, is correctly reflected in the Operations Manual and that the Operations Manual contains no information contrary to any approved documentation. However, this requirement does not prevent Air Italy S.p.A. from using more conservative data and procedures. (l) Air Italy S.p.A. must ensure that the contents of the OM are presented in a form in which they can be used without difficulty. The design of the OM shall observe human factors principles. (m) Air Italy S.p.A. will present the Operations Manual, or parts thereof, in electronic format. In such cases, an acceptable level of accessibility, usability and reliability will be assured. (n) The use of an abridged form of the Operations Manual does not exempt the Operator from the requirements of EU–OPS 1.130. 0.1.7.2 Comparability and usability of Operations Manual To facilitate comparability and usability of Operations Manuals by new personnel, formerly employed by another Operator, Air Italy S.p.A has not deviated from contents and the numbering system used in Appendix 1 to EU-OPS 1.1045. For those sections which, because of the nature of the operation, do not apply, Air Italy S.p.A. has maintained the numbering system described in EU-OPS 1 and inserted ‘Not applicable’ or ‘Intentionally blank’ as appropriate. 0.1.7.3 Pagination
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Aaa aaa Bbbb Manual Title
Part Chapt Page Rev xx
A aa ii dd mmm yy
The sections of Operations Manual Part A, C and D and Appendixes are ordered according to EU-OPS 1.1045. Code Aaa aaa Bbbb.Manual Part A aa ii Rev xx dd mmm yy
Meaning Issuing Division Manual Volume Title Manual part (numeric or alphanumeric) Chapter/Section number Page number Revision number Date of effectivity day/month/year
The terms “paragraph and sub-paragraph” sometimes are used as general terms defining Chapters, Sections or Points, depending of the situation.
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0.1.7.4 Manual list i) O.M. Part A General Basic ii) O.M. Part B Vol. 1 (FCOM) iii) O.M. Part B Vol. 2 (FCOM) iv) O.M. Part B Vol. 3 (QRH) v) O.M. Part C Route Manual vi) O.M. Part C Long Haul Manual vii) O.M. Part D Training Manual viii) Syllabi: - RVSM, B-RNAV, CRM, AWO-LVP-LVTO, MNPS, CRM ix) Cabin Crew Manual (CCM) x) Security Manual xi) OCC Manual xii) Ground Operations Manual xiii) Quality Manual 0.1.7.5 Structure and contents of the Operations Manual 0.1.7.5.1 Part A: General/Basic (G/B) This part consists of one manual and is published and amended by the Flight Operations Post-Holder. It contains details of the Company’s organisation, authority and responsibility, together with operational policy and procedures and operational information of value to Crew Members for a safe operation and shall comply with all relevant regulations. The operational procedures in this part are based on the latest technical data and operational experience. If, however, they should at any time conflict with terms and/or specific procedures contained in the Aircraft Operating Manual supplied by the manufacturer in relation to a particular aeroplane type (see next paragraph), the meaning of the term and/or the manufacturer’s procedures take precedence and should be followed, unless explicitly specified in the present part of the Operations Manual. Any such discrepancies should be brought to the immediate attention of the Flight Operations Post-Holder. According to comparability and usability criteria of Operations Manuals specified at previous subparagraph 0.1.7.2., Air Italy O.M. has been issued in accordance with EU-OPS 1 IEM 1.1045(c) with the following structure: Part A GENERAL/BASIC 0
ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL 0.1 Introduction 0.2 System of amendment and revisions
1
ORGANISATION AND RESPONSABILITIES 1.1 Organisational Structure 1.2 Nominated Post-Holders 1.3 Responsibilities and duties of operations management personnel 1.4 Authority, duties and responsibilities of Commander 1.5 Duties and responsibilities of Crew Members other than the Commander
2
OPERATIONAL CONTROL AND SUPERVISION 2.1. Supervision of the operation by the Operator 2.2. System of promulgation of additional operational instructions and information 2.3. Accident prevention and Flight Safety programme 0.1 - INTRODUCTION
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2.4. Operational control 2.5. Powers of Authority 3
QUALITY SYSTEM
4
CREW COMPOSITION 4.1. Crew Composition 4.2. Designation of the Commander 4.3. Flight Crew incapacitation 4.4. Operation on more than one type
5
QUALIFICATION REQUIREMENTS 5.1. Description of licence, qualification/competency, requirements 5.2. Flight Crew 5.3. Cabin Crew 5.4. Training, checking and supervisory personnel 5.5. Other operations personnel
training,
checking
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CREW HEALTH PRECAUTIONS 6.1. Crew health precautions 6.2. Health troubles on Board 6.3. Disinfection procedure
7
FLIGHT TIME LIMITATION 7.1 Flight and Duty Time limitation and Rest requirements 7.2 Exceedances of flight and duty time limitation and/or reduction of rest periods
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OPERATING PROCEDURES 8.1 Flight Preparation Instructions 8.1.1. Minimum Flight Altitudes 8.1.2. Criteria for determining of usability of aerodromes 8.1.3. Methods for determination of Aerodrome Operating Minima 8.1.4. En-route Operating Minima for VFR flights or VFR portions of a flight 8.1.5. Presentation and Application of Aerodrome ad En-Route Operating Minima 8.1.6. Interpretation of meteorological information 8.1.7. Determination of the quantities of fuel, oil and water methanol carried 8.1.8. Mass and Centre of gravity 8.1.9. ATS Flight Plan 8.1.10. Operational Flight Plan 8.1.11. Operator’s Aeroplane Technical Log 8.1.12. List of documents, forms and additional information to be carried 8.2 Ground Handling Instructions 8.2.1. Fuelling procedures 8.2.2. Aeroplane, passengers and cargo handling procedures related to Safety 0.1 - INTRODUCTION
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8.2.3. Procedures for the refusal of embarking 8.2.4. De-icing and Anti-icing on the Ground Flight Procedures 8.3.1. VFR/IFR policy 8.3.2. Navigation Procedures 8.3.3. Altimeter setting procedures 8.3.4. Altitude alerting system procedures 8.3.5. Ground Proximity Warning System procedures 8.3.6. Policy and procedures fort the use of TCAS 8.3.7. Policy and procedures for in-flight fuel management 8.3.8. Adverse and potentially hazardous atmospheric conditions 8.3.9. Wake Turbulence 8.3.10. Crew Members at their stations 8.3.11. Use of safety belts for Crew and passengers 8.3.12. Admission to Flight Deck 8.3.13. Use of vacant Crew seats 8.3.14. Incapacitation of Crew Members 8.3.15. Cabin Safety Requirements 8.3.16. Passengers briefing procedures 8.3.17. Procedures for aeroplanes operated whenever required cosmic or solar radiation detection equipment is carried 8.3.18. Policy on the use of autopilot and auto throttle 8.3.19. Overweight Landings 8.3.20. Company’s Procedures and Techniques 8.3.21. Cabin Crew safety Briefing All Weather Operations ETOPS Use of Minimum Equipment and Configuration Deviation List(s) Non revenue flights Oxygen Requirements Cold Weather Operations
9
DANGEROUS GOODS AND WEAPONS
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SECURITY
11
HANDLING OF ACCIDENTES AND OCCURRENCES
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RULES OF THE AIR
13
LEASING
0.1.7.5.2 Part B: Flight Crew Operation Manual – Type Related Air Italy adopts the Boeing FCOM system for the O.M. Part B and its titling system: PART B VOLUME 1 FCOM 0 Preface 0.0 Table of Contents 0.1 Model identifications 0.2 Introduction 0.1 - INTRODUCTION
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0.3 Abbrevations 0.4 Revision record 0.5 List of effective pages 0.6 Bulletin record L Limitations NP Normal Procedures SP Supplementary Procedures PART B VOLUME 2 FCOM 1 Airplane general, emergency equipment, doors, windows 2 Air system 3 Anti-ice, rain 4 Automatic flight 5 Communications 6 Electrical 7 Engines, APU 8 Fire protection 9 Flight controls 10 Flight instrument, display 11 Flight management, navigation 12 Fuel 13 Hydraulics 14 Landing gear 15 Warning system PART B VOLUME 3 QRH QA Quick action index ANN Annunciated index NC normal checklist CI Checklist introduction NNC Non Normal checklist MAN Maneuvers PI Performance inflight Index Index EVAC Evacuation Checklist 0.1.7.5.3 Part C: Route and Aerodrome Instructions and Information Manuals (RM) Part C is structured as follow 1 Long haul manual 2 Route and aerodrome instruction and information 3 weight and balance 4 operational flight plan explanation 5 Nat track and distance tables 6 Low visibility minima 7 Takeoff analysis This manual is prepared and amended by the NTO under the supervision of the Flight Operations Post Holder 0.1.7.5.4 Part D: Training Manual (TM) This part is produced, amended and published under the authority of the Crew Training Post-Holder, in co-ordination with the Flight Operations Post-Holder.
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It is designed for the use of persons appointed to give or supervise training and periodical tests and contains the information and instructions necessary to enable them to carry out their duties. It is issued on a personal basis to all Crew Members for the relevant part of interest. According to comparability and usability criteria of Operations Manuals specified at previous sub-paragraph 0.1.7.2., Air Italy O.M. Part D has been issued in accordance with EU-OPS 1 IEM 1.1045(c) with the following structure: 1 TRAINING SYLLABI AND CHECKING PROGRAMMES - GENERAL 2 TRAINING SYLLABI AND CHECKING 2.1 Flight Crew 2.2 Cabin Crew 2.3 Operations Personnel including Crew Members 2.4 Operations Personnel other than Crew Members 3 3.1 3.2 3.3
PROCEDURES Procedures for training and checking Procedures to be applied in the event that personnel do not achieve or maintain required standards Procedures to ensure that abnormal or emergency situations are not simulated during commercial air transportation flights
4 DOCUMENTATION AND STORAGE 0.1.7.5.5 Syllabi The syllabI are regulated by a secondary procedure and are comprehensive material for training and recurrent training studies. i) RVSM ii) LVO iii) CRM iv) MNPS v) B-RNAV 0.1.7.6 Terms & Abbreviations Explanations of terms and words needed for the use of Operations Manual are contained in Appendix A Terms & Abbreviations at the end of O.M. Part A. 0.1.7.7 Responsibility for Issuance and Distribution of the Operations Manual. Air Italy S.p.A. Operations Manual (OM) is issued under the responsibility of the Accountable Manager. Distribution of the Parts of the Operations Manual will be in accordance with the Distribution List designated by the Flight Operations Post-Holder. Each individual volume will be numbered and a Distribution List will be maintained as a record of the holders charged with the custody and amendment of each copy. The distribution of the O.M. is reported in the Distribution List; the manual are distributed in Electronic copy (CD or download from the Company intranet via the Octopus system or official website) to the crews and, until further implementations, in paper version to the Aircraft and relevant offices. Upon downloading the newest revision of the OM and signing off the appropriate checkbox in the Octopus system, all crew members acknowledge they have read and understood its contents before undertaking a flight and/or relevant activity, after their effective date. 0.1 - INTRODUCTION
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0.1.8 Routes and areas of operation Air Italy S.p.A will ensure that operations are only conducted along such routes or within such areas, for which: (1) Ground facilities and services, including meteorological services, are provided which are adequate for the planned operation; (see OM Part A Ch 0) (2) The performance of the aeroplane intended to be used is adequate to comply with minimum flight altitude requirements; (see also OM Part A Ch 8.) (3) The equipment of the aeroplane intended to be used meets the minimum requirements for the planned operation; (see OM Part A Ch 0)Appropriate maps and charts are available; (see also OM Part A Ch 8) (4) Adequate aerodromes are available within the time/distance limitations; (see also OM Part A Ch 8) (5) An operator shall ensure that operations are conducted in accordance with any restriction on the routes or the areas of operation, imposed by the Authority.
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0.2 SYSTEM OF AMENDMENTS AND REVISIONS 0.2.1 Responsibility for issuance and insertion of Amendments /Revisions The O.M., or any necessary operational information, will be revised/issued as required by Regulations and Authorities in order to ensure that the instructions and information it contains are kept up to date. Air Italy S.p.A. will supply the Authority with intended O.M. revisions in advance of the effective date. When the revision concerns any part of the O.M. which must be approved in accordance with the regulations laid down on IEM OPS 1.1040 (Elements of the Operations Manual subject to approval), Air Italy S.p.A. will wait for this approval before the revision becomes effective unless immediate amendment is necessary in the interest of Safety. Revisions to the O.M. will be promulgated by the Air Italy library OPS under the responsibility and authority of the F.O.P.H.. Insertion of Amendments/Revision into Operations Manual distributed in offices and on board aircraft are F.O.P.H. responsibility. Insertion of Amendments/Revision into Operations Manual distributed to each Crew Member is a personal responsibility. The F.O.P.H. will be responsible of checking, trough periodic recurrent training and checks, Company Crew Members keep their O.M.s updated. Note: For OM Part B (FCOM/QRH) responsibility for updating remains with Boeing Co. except for normal procedures that are produced by the FOPH. The updating will come twice a year and Boeing Co. will inform Air Italy managers (AM, FOPH, CTPH, Fleet Mngr, FSM) via e-mail that the updating version is available in myboeingfleet account. In case of urgent modification needed a Service Bulletins will be produced by The Boeing co. and send to the Tech Dept. that is responsible to indoctrinate the FOPH 0.2.2 Amendment procedure Note. An amendment to any page, no matter how small the amendment is, will mean the reprint of the page and all sub-paragraphs if the amendment changes the total number of pages or its structure. The portion of the text which have been raised will be indicated by vertical marginal lines adjacent to the changes, the page will show the new date and revision number. Each Post Holder/Manager is responsible for the part/parts of OM of his competence according to the table below. OM Part OM Part A OM Part B OM Part C OM Part D OM Part A (1.3, 2.3 11) OM Part A (10)
Responsible Post Holder/Manager FOPH FOPH NTO Manager CTPH FSM Security Manager
All proposed amendments (including temporary revisions) to the OM are to be approved by the responsible Post Holder, endorsed by the Quality and signed the Accountable Manager prior to submission to the National Authority. Once internally approved, the amendments will be submitted to the Authority for approval/acceptance. The list of the OM parts that need Authority approval is reported in the introduction to this manual. The Authority will approve the OM by directly signing the approval page and the LEP. 0.2 – SYSTEM OF AMENDMENTS AND REVISIONS
Part A Chapt. 0.2 air italy Page 16 Rev. 6 30 May 10 These parts of the OM will be effective on the date stated on the approval letter. OPERATIONS MANUAL GENERAL BASIC 0 – ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL
The parts of the OM which don’t need Authority approval will need to be notified to the Authority. Unless the Authority raises any objection within 30 days, these parts will be effective on the date stated on the respective pages. 0.2.3 Authority and Classification The following procedure of priority for the issue of amendments is to be strictly adhered to. Priority 1.
Amendments of immediate operational significance affecting Safety of aircraft operations. This amendment comes before anything else. Its importance requires, in the first instance, immediate contact, either personal or by telephone or telex or fax, with all persons directly affected, followed by immediate publication of a FSOI and followed by the amendment. Priority 2.
Amendments of operational significance affecting operational procedures that require amendment to them within 72 hours. The amendment comes before all amendments except Priority 1 and requires immediate publication of a GNFS or FSOI followed by the amendment. Flight Deck Crews who may not receive the amendments within 72 hours, and when the nature of the amendment affect the Safety of the operations, must be advised by telephone, telex or fax. Priority 3.
Amendments of operational significance that require amendment to operational and administrative procedures within 7 days. This amendment may be preceded by a FSOI or GNFS at the discretion of the amending authority to give brief but explicit details of the pending amendment, to enable any required action to be taken by the recipient at an earlier stage. Priority 4.
Amendments of operational significance on operational and administrative matters that require actions within 30 days. This amendment may be preceded by a FSOI or GNFS as for Priority 3. Note. For any amendment with priority from 1 to 3, a highlighted panel will be put in evidence at the reporting desk and/or at the FOPH secretary office. For priority 1 amendments, a register must be signed before a Crew Member start his duty and the Crew Member will be advised to report in advance to allow him to consult the amendment. If approved by the Authority, the issuance of the (content) of the amendment could be anticipated to Crews by use of E-mail or any equivalent mean of transmission. 0.2.4 Distribution Distribution will be in accordance with the distribution list kept by the FOPH Secretary. Record of valid FSOI and GNFS (hard copies) will be kept at the Flight Operations Office. 0.2.5 Distribution of Amendments and Revisions. Operations Manual Amendments and Revisions are distributed as expeditiously as possible. The task of distribution is assigned to Fleet Manager. under the responsibility of the F.O.P.H. Crew Members and Operations Personnel will normally receive this material via the personal e-Mail or download from the Company intranet via the Octopus system or official website. 0.2 – SYSTEM OF AMENDMENTS AND REVISIONS
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Crew members must send confirmation of reception. A distribution list for the various parts of the O.M. is kept up to date by the Flight Operations Post-Holder through the depending sections. In case of detached personnel Amendment Priorities same procedure of 2.2.3.1 for FSOI will apply. (Initial paper issue is edited, than standard distribution procedure will apply) 0.2.6 Hand-written Revisions Hand-written amendments and revisions are not permitted except in situations requiring immediate amendments or revisions in the interest of Safety. 0.2.7 List of effective pages Each page of the Parts of the O.M. produced will carry a revision number and a List of effective pages will be provided in each Part, which will enable the user to check whether his part of the O.M. is up to date. 0.2.8 Temporary Revisions When it becomes necessary to change the O.M. at a very short notice or to effect changes limited to a defined period of time, a “Temporary Revision” (aka Rev. T) will be published either in the form of a revised re-print of the effected page on coloured paper (yellow) or by a circular issued by the appropriate Department. The page(s) affected shall be entered in the applicable “Record of Temporary Revisions” page. Temporary Revisions will be brought to the attention of the Authority immediately and, unless limited to a defined period of time, be followed by a normal amendment as soon as practicable. For Temporary Revisions, the effective date shall be established time by time and indicated in the transmittal communication/letter.
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Index ORGANIZATION AND RESPONSIBILITYIES ....................................................................1 1.1 ORGANIZATIONAL STRUCTURE ...........................................................................1 1.1.1 Company Policy for Safety and Quality.................................................................1 1.1.2 Air Italy enforcement policy for operational disciplinary violation. .........................1 1.1.3 Departments .........................................................................................................2 1.1.4 Organigram ...........................................................................................................2 1.2 NOMINATED POST-HOLDERS................................................................................1 1.2.1 Post Holders names and contact ..........................................................................1 1.2.2 Post Holders functions ..........................................................................................1 1.2.3 Post Holders availability and Deputies ..................................................................2 1.2.4 Other Management Personnel ..............................................................................2 1.3 RESPONSIBILITIES AND DUTIES OF OPERATIONS MANGEMENT PERSONNEL ............................................................................................................1 1.3.1 General .................................................................................................................1 1.3.2 Accountable Manager (AM) ..................................................................................1 1.3.3 Flight Safety Manager ..........................................................................................2 1.3.4 Security Manager..................................................................................................3 1.3.5 Quality Manager....................................................................................................4 1.3.6 Maintenance Post Holder......................................................................................4 1.3.7 Other Maintenance Key Personnel. ......................................................................5 1.3.8 Flight Operations Post-Holder...............................................................................5 1.3.9 Crew Training Post-Holder..................................................................................10 1.3.10 Ground Operations Post-Holder........................................................................12 1.4 AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE COMMANDER.............1 1.4.1 Authority of the Commander .................................................................................1 1.4.2 Duties of the Commander .....................................................................................1 1.4.3 Responsibility of the Commander .........................................................................2 1.5 DUTIES AND RESPONSIBILITIES OF CREW MEMBERS OTHER THAN THE COMMANDER ..........................................................................................................1 1.5.1 General .................................................................................................................1 1.5.2 Duties and Responsibilities of the Co-Pilot. ..........................................................1 1.5.3 Duties and Responsibilities of the Cabin Crew .....................................................1
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INDEX Organization and responsIbilityies .................................................................................. 1 1.1 organizational Structure .......................................................................................... 1 1.1.1 Company Policy for Safety and Quality ................................................................ 1 1.1.2 Air Italy enforcement policy for operational disciplinary violation. ......................... 1 1.1.3 Departments ......................................................................................................... 2 1.1.4 Organigram........................................................................................................... 2 1.1.4.1 General Company Organigram....................................................................... 2 1.1.4.2 Quality Department Organisation.................................................................... 3 1.1.4.3 Flight Operations Department Organisation ................................................ 4 1.1.4.4 Crew Training Department Organisation ........................................................ 5 1.1.4.5 Flight Safety Department Organisation........................................................... 6 1.1.4.6 Security Department Organisation.................................................................. 6 1.1.4.7 Ground Operations Department Organisation ................................................ 6 1.1.4.8 Maintenance Department Organisation ......................................................... 6
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ORGANIZATION AND RESPONSIBILITYIES 1.1 ORGANIZATIONAL STRUCTURE 1.1.1 Company Policy for Safety and Quality Air Italy’s primary goal is to achieve the highest level of operating Safety through a global compliance with the rules and regulation that create the company’s Safety Management System (SMS). There are three fundamental requirements to successfully carry out this project: a systematic approach to Safety involving the entire Company; an effective and well organized Safety structure; a functional system designed to correctly evaluate and manage risk. The Accautable Manager’s personal responsibility is to guarantee a safe and healthy workplace to all Company’s personnel. An accident caused by unnecessary risks is unacceptable as it represents an obstacle to the achievement of the Company’s objectives. It is therefore expected from all Managers an everyday meticulous implementation of control and risk management procedures to safeguard and preserve all the Company’s human resources and materials. It is also expected from all Company’s staff a thorough and responsible implementation of all regulations and procedures concerning their activities, which will benefit especially from everybody’s reciprocal assistance and good personal examples. An everyday positive cooperation between all departments strengthens the Company’s policy in matters relating to integration and Safety. It is important that within Air Italy all professionals responsible for the high quality of the Company’s performance should benefit from a constant interaction. Potential risk factors should be made recognizable and visible using all the instruments available in our Safety Management System (SMS). In particular: “Incident and Event Reporting” system; “Flight Data Monitoring” program (FDM); “Trend Analysis” and “Risk Analysis”. The “Incident Reporting” and “Event Reporting” systems are essential tools to promptly single out the blind spots of the Company’s operating system. Their success depends strongly on the confidence of the Company’s staff: only if personnel is not afraid of disciplinary measures when reporting mistakes that could have resulted in an accident or a dangerous event the system can have a chance to work properly. 1.1.2 Air Italy enforcement policy for operational disciplinary violation. Breaches of procedures or aviation regulations may occur for many different reasons, from a genuine misunderstanding of the regulations to disregard for aviation safety. It is Air Italy policy not to proceed with disciplinary sanctions following reports of mistakes. Disciplinary sanctions can be issued only when, in the event of serious and evident consequences, it has been proved that the correct procedure has been voluntarily neglected considering the level of responsibility, training and experience of every person involved. Naturally, there is a range of enforcement procedures in order to effectively address obligations in light of different circumstances. 1.1 – ORGANISATION AND RESPONSIBILITIES
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1.1.3 Departments Air italy is structured into 7 departments/key personnel in accordance with EU-OPS 1 Quality Manager; Flight Operations Post Holder; Crew Training Post Holder; Maintenance Post Holder; Ground Operations Post Holder; Security Manager; Flight Safety Manager. 1.1.4 Organigram 1.1.4.1 General Company Organigram Note:The organization of each particular Department will be shown together with the description of the functions, responsibilities and activities of the Department itself.
ACCOUNTABLE MANAGER Giuseppe Gentile
ASSISTANT to C.E.O & ACCOUNTABLE MANAGER A. Silva Neto
CHIEF FINANCIAL AND COMMERCIAL OFFICER A. Notari FLT SAFETY MNGR E. Cavallotti
FLIGHT OPS. POST HOLDER G.Guzzinati
CREW TRAINING POST HOLDER M. Sanvicente
QUALITY ASSURANCE MANAGER C. Carnelli SECURITY MANAGER E. Cavallotti
GROUND OPS. POST HOLDER F. Cesari
CAMO POST HOLDER V.Perotti
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1.1.4.2 Quality Department Organisation Each of the following personnel can be reachable H24 through the Air Italy OCC (at number +39/0331/211340/1) or at the telephone numbers reported below:
Capt Giuseppe Gentile +39/340/5007810 Ing. C. Carnelli +39/340/9822031 Sig. Antenor Silva Neto +39/340/5007257 Quality Assurance Dept. +39/0331/211361
ACCOUNTABLE MANAGER Giuseppe Gentile
QUALITY MANAGER C. Carnelli
AUDITORS OPERATIONS C. Carnelli A. Silva Neto D. Barzaghini S. Furuli G. Alati E. Mollica
AUDITORS MAINTENANCE C. Carnelli D. Barzaghini S. Furuli A. Silva Neto A. Laurora
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1.1.4.3 Flight Operations Department Organisation Each of the following personnel can be reachable H24 through the Air Italy OCC at the following telephone numbers:
+39-0331-211340 +39-340-9822030
ACCOUNTABLE MANAGER Giuseppe Gentile
Flight Ops Post Holder G. Guzzinati Deputy: M. Sanvicente
Flight Safety Mgr E. Cavallotti Deputy: M. Sanvicente
Flt Ops Secretary T. Scarpanti E. Salsa
Fleet Mananger B-757/767 G. Beghelli
Flight crew Commanders & Copilots
IFS
Fleet Mananger B-737 F. Bergante
Cabin Crew Mngr C. Ceolin Deputy: M. Robeni
NTO P.Sala
Cabin Crew
CCD
OCC R. Orlandi Deputy: P.Zocchi
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Crewing S. Castiglioni
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1.1.4.4 Crew Training Department Organisation Each of the following personnel can be reachable through the OCC at the following telephone numbers:
Capt Giuseppe Gentile +39-340-5007468 Capt Graziano Guzzinati +39-348-1302742
ACCOUNTABLE MANAGER Giuseppe Gentile
Crew Training Post-Holder Deputy Capt. G. Guzzinati (B-757/767) Capt. M. Di Loreto (B-737)
TRE
TRI
Crew Training Post-Holder Capt. M. Sanvicente
SFE
SFI
GDI
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CAA
PAA
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1.1.4.5 Flight Safety Department Organisation The Flight Safety Manager report directly to the Accountable Manager and only inform the Flight Operation Post Holder. Capt Giuseppe Gentile +39-340-5007810 Capt Graziano Guzzinati +39-348-1302742 ACCOUNTABLE MANAGER Giuseppe Gentile
Flight Ops Post Holder G.Guzzinati
Flight Safety Mgr E. Cavallotti
1.1.4.6 Security Department Organisation Note: Refer to Security Manual 1.1.4.7 Ground Operations Department Organisation Note: Refer to Ground Operations Manual (GOM) 1.1.4.8 Maintenance Department Organisation Note: Refer to Maintenance Manual
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Index 1.2 Nominated Post-Holders ............................................................................................. 1 1.2.1 Post Holders names and contact .......................................................................... 1 1.2.2 Post Holders functions .......................................................................................... 1 1.2.3 Post Holders availability and Deputies .................................................................. 2 1.2.4 Other Management Personnel .............................................................................. 2
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1.2 NOMINATED POST-HOLDERS 1.2.1 Post Holders names and contact Post Holder names and contact can be found in the preceding section. 1.2.2 Post Holders functions The six main functions of the management are: determination of the Operator’s flight safety policy; allocation of responsibilities, duties and issuing instructions to individuals, sufficient for implementation of Operator Policy and the maintenance of safety standards; monitoring of flight safety standards; recording and analysis of any deviations from Operator standard and ensuring corrective action; evaluating the safety record of the Operator in order to avoid the development of undesirable trends; encouraging that operations are followed observing the security procedures as in chapter 10. 1.2.2.1 Post Holders Competence Nominated Postholders must satisfy the Authority that they possess the appropriate experience and licensing requirements which are listed below. In particular cases, and exceptionally, the Authority may accept a nomination which does not meet the requirements in full but, in this circumstance, the nominee should be able to demonstrate experience which the Authority will accept as being comparable and also the ability to perform effectively the functions associated with the post and with the scale of the operation. Nominated postholders should have: Practical experience and expertise in the application of aviation safety standards and safe operating practices; Comprehensive knowledge of EU-OPS and any associated requirements and procedures; The AOC holder's Operations Specifications Familiarity with Quality Systems Appropriate management experience in a comparable organisation; and Five years relevant work experience of which at least two years should be from the aeronautical industry in an appropriate position. Flight Operations. The nominated postholder or his deputy should hold a valid Flight Crew Licence appropriate to the type of operation conducted under the AOC in accordance with the following: If the AOC includes aeroplanes certificated for a minimum crew of 2 pilots - An Airline Transport Pilot's Licence issued or validated by a EU Member State Crew Training. The nominated postholder or his deputy should be a current Type Rating Instructor on a type/class operated under the AOC. Ground Operations. The nominated postholder should have a thorough knowledge of the AOC holder’s ground operations concept. Review annually the contents of the manuals under their responsibility against all the applicable requirements and procedures. Postholders must be “full time employee” or be employed for at least 35hr per week excluding vacations.
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1.2.2.2 Combination of nominated postholder’s responsibilities The acceptability of a single person holding several posts, possibly in combination with being the accountable manager as well, will depend upon the nature and scale of the Air Italy operation. The two main areas of concern are competence and an individual’s capacity to meet his responsibilities. As regards competence in the different areas of responsibility, there should not be any difference from the requirements applicable to persons holding only one post. The capacity of an individual to meet his responsibilities will primarily be dependent upon the scale of the Air Italy operation in that particular moment. Normally circumstances, the responsibilities of a nominated postholder will rest with a single individual. However, in the area of ground operations, it may be acceptable for these responsibilities to be split, provided that the responsibilities of each individual concerned are clearly defined. However, is Air Italy policy to use the combination of nominated postholder for limited period, to cope with operational requirements, such as transition from one postholder to the new one. 1.2.3 Post Holders availability and Deputies Post Holders must be reachable at all times. Legal provisions prescribe that continuity of supervision in the absence of a nominated Post Holder must be ensured. The deputy substitutes the holder (as reported in OM Part A ch 1.3.8.3) in case of prolonged absence. Such a case the nominated Post-Holder must notify, in a written form, the name of the deputy and his finding, the presumed period of absence and his own finding for emergency reasons. Flight Operations and Crew training Post-Holder will cross-deputy to each other.
POST-HOLDER Flight Operations Post-Holder Crew Training Post-Holder Ground Operations Post-Holder Maintenance Post-Holder
DEPUTY Crew Training Post-Holder Deputy Crew Training Post Holder Station Manager Engineering Manager
One of this management personnel must always be available; their duties as substitute are limited to the ordinary administration. No changes to in force published procedure and publications or changes in personal duties are allowed. 1.2.4 Other Management Personnel Not applicable at the moment
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Index 1.3 responsIbilities and duties of operations mangement personnel ........................1 1.3.1 General .................................................................................................................1 1.3.2 Accountable Manager (AM) ..................................................................................1 1.3.2.1 Duties and Responsibilities .............................................................................1 1.3.3 Flight Safety Manager ..........................................................................................2 1.3.3.1 Flight Safety Organization (FSO) ....................................................................2 1.3.3.1.1 Safety Action Group ..................................................................................3 1.3.3.1.2 Responsibility of the Safety Action Group .................................................3 1.3.3.2 Flight Safety Board..........................................................................................3 1.3.4 Security Manager..................................................................................................3 1.3.4.1 Deputy Security Manager................................................................................4 1.3.5 Quality Manager....................................................................................................4 1.3.6 Maintenance Post Holder......................................................................................4 1.3.6.1 Qualifications ..................................................................................................4 1.3.6.2 Responsibilities ...............................................................................................4 1.3.6.3 Activities..........................................................................................................4 1.3.6.4 Deputy Maintenance Post-Holder ..................................................................5 1.3.7 Other Maintenance Key Personnel. ......................................................................5 1.3.7.1 Maintenance Manager ....................................................................................5 1.3.8 Flight Operations Post-Holder...............................................................................5 1.3.8.1 Requirements..................................................................................................5 1.3.8.2 Duties and Responsibilities .............................................................................5 1.3.8.3 Deputy Flight Operations Post-Holder.............................................................7 1.3.8.4 Flight Operations Secretary ............................................................................7 1.3.8.5 Examiners (TRE/SFE/CAA) ............................................................................7 1.3.8.6 Operations Control Centre (OCC) ...................................................................7 1.3.8.6.1 Duties & Responsibilities of the OCC Manager.........................................8 1.3.8.7 Navigation Technical Operative Office (NTO) .................................................8 1.3.8.8 Rostering and Crewing....................................................................................8 1.3.8.8.1 Rostering Department ...............................................................................8 1.3.8.8.2 Crewing Department .................................................................................8 1.3.8.9 Fleet Managers and Deputies .........................................................................8 1.3.8.9.1 Requirements............................................................................................8 1.3.8.9.2 Duties and Responsibilities .......................................................................9 1.3.8.10 Flight Crew....................................................................................................9 1.3.8.11 Cabin Crew ...................................................................................................9 1.3.8.11.1 Cabin Crew Manager ..............................................................................9 1.3.8.12 Library .........................................................................................................10 1.3.9 Crew Training Post-Holder..................................................................................10 1.3.9.1 Requirements................................................................................................10 1.3.9.2 Duties and Responsibilities ...........................................................................11 1.3.9.3 Deputy Crew Training Post-Holder ...............................................................11 1.3.9.4 Training Secretary.........................................................................................12 1.3.9.5 Examiners (TRE/SFE/CAA) ..........................................................................12 1.3.9.6 Instructors (TRI/SFI/LTI/PAA) ......................................................................12 1.3.10 Ground Operations Post-Holder........................................................................12 1.3.10.1 Requirements..............................................................................................12 1.3.10.2 Duties and Responsibilities .........................................................................12 1.3 - RESPONSIBILITIES AND DUTIES OF OPERATIONS MANGEMENT PERSONNEL
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1.3.10.3 Ground Operations Department Organisation ............................................13 1.3.10.4 Deputy Ground Operations Post-Holder .....................................................13
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1.3 RESPONSIBILITIES AND DUTIES OF OPERATIONS MANGEMENT PERSONNEL 1.3.1 General These terms of reference are not fully comprehensive but are intended to provide personnel with a general appreciation of the functions, duties and responsibilities of the various offices. Air Italy has a responsibility to ensure that all employees are made aware that they will comply with the laws, regulations and procedures of those States in which operations are conducted and which are pertinent to the performance of their duties and that all crews are familiar with the laws, regulations and procedures pertinent to the performance of their duties. Any Post-Holder or Management Personnel must ensure that services provided by other organisations meets the required standard. 1.3.2 Accountable Manager (AM) The Accountable Manager has corporate authority for ensuring that all operations and maintenance activities can be financed and carried out to the standard required by the Authority. 1.3.2.1 Duties and Responsibilities The Accountable Manager’s particular responsibilities are: for the quality system, including the frequency, format and structure of internal management evaluation activities; for researching corrective actions and ensuring, through the quality manager, that the corrective actions have re-established compliance with the standard required; for realising quality policy ; for implementing any flight-safety and security measures considered necessary in the light of current and desired status comparison; for the final selection and appointment of all Operations employees; for devising and recommending suitable pay scales for employees; for proposing a budget for the dependent Departments; for making the most effective use of all the Department’s resources; for the management and supervision of administrative arrangements involved in the operation of the Operator’s aircraft; for obtaining and maintaining the necessary authorisations and licences required for the operation of the Operator’s aircraft; for liaison with Authorities to ensure that the Operator’s operations are in accordance with the authorisation issued to it; for ensuring that valid aviation insurance cover for the aircraft, crew, passengers and third parties is in effect while the Operator’s aircraft are operating; for overall responsibility for the following activities: a. Flight Operations; b. Maintenance System; c. Ground Operations; d. Administration and training of staff; e. Quality System. for ensuring that the Operator’s operations are of a high standard thereby enhancing the Operator’s image throughout the Operator’s area of operations; for promoting good relations, with and among, employees. 1.3 - RESPONSIBILITIES AND DUTIES OF OPERATIONS MANGEMENT PERSONNEL
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1.3.3 Flight Safety Manager Qualifications: current ATPL, with a type rating on an Operator airplane. have relevant operational or maintenance experience have undertaken Safety Management and accident investigator training Command of English language. It is a person that has the respect of the staff from the shop floor up to the senior management, yet is able to be objective in the fulfillment of his Safety Management task. Responsibilities: To advise on Flight Safety matters regarding all operational and technical sectors. To inform of any breaches of safety issues within the Flight Department and to monitor that appropriate action is taken. To co-ordinate activities of the Flight Safety Board Verify that all the procedures (Technical/Operational), comply with the current EU and/or Company regulations , and that they are blended together with the current procedures that have already been adapted. To monitor that all procedures and documentation, in use or planned, are standardized and congruent. The safety manager must have clear responsibilities: Manage and propose the improvement of existing Flight Safety Procedures. The facilitation of hazard management and risk assessment Advice to managers on safety matters The Emergency Response plan Investigation of incidents and accidents and disciplinary hearings relating to safety issues. Dissemination of appropriate safety information Staff training in safety Control of safety documentation To ensure that the standard of operation required by law is maintained. To be Available to all Flight Crews for consultation in Safety matter. Facilitation of Flight Safety Board and Safety Action Group meetings To receive Captain’s Report related with safety matters. To suggest the Standard Operating Procedures, consulting the other branches of flight Department. Issue operational and technical-operational exhortations, in an organic and systematic way (SOP, internal communications or other), and coordinating them, however, with the involved offices in agreement with the Accountable Manager The Flight Safety Manager must have a direct reporting line, on safety matters, to the Accountable Manager. 1.3.3.1 Flight Safety Organization (FSO) The purpose of the Flight Safety Organization (FSO) is to contribute to the prevention of any type of accidents and incidents. It consists of the Flight Safety Board (FSB) and the Flight Safety Manager (FSM). The role of the Flight Safety Organization is to provide an independent advisory service to management by identifying and evaluating potential hazards to the Operator's operation 1.3 - RESPONSIBILITIES AND DUTIES OF OPERATIONS MANGEMENT PERSONNEL
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and by ensuring that management is provided with sufficient information and advice on which to base its decisions with respect to the action required to eliminate these hazards in so far as this is possible. The FSO requires: A comprehensive corporate approach to safety, An effective organization for delivering safety, and Systems to achieve safety oversight, including: - Arrangements for the analysis of Flight Data. - Enhanced Safety Event/Issue Reports. - Air Safety Reports, Evaluation Forms and Confidential Reports - Internal Safety Incident Investigations leading to Remedial Action. - Effective Safety Data for Performance Analysis. - Arrangements for ongoing Safety Promotion. - Planned Safety Audit Reviews. - Periodic Review of the Flight Safety Procedures - Active Monitoring by Line Managers. 1.3.3.1.1 Safety Action Group Each relevant department has an established Safety Action Group as follows: Maintenance Organization, refer to CAMO manual Ground Operations: Accountable Manager, GOPH and Security Manager, Flight Operations: - FOPH, CTPH, TRTO Manger, Fleet Manger. 1.3.3.1.2 Responsibility of the Safety Action Group Each Safety Action Group is responsible for furnishing safety related reports to the FSO and to implement safety related recommendations issued by the FSO 1.3.3.2 Flight Safety Board Designated representatives from various areas of Air Italy compose the board. See chapter 2.3.6 for its composition. 1.3.4 Security Manager Qualifications: Suitable education at the management level Responsibilities: Advisor for the Accountable Manager on Security Matters; To develop and manage the Company Security Plan, according to EU-OPS and National Security Regulations (Piano Nazionale di Sicurezza); To inform of any breaches of Security within the Company and to monitor that appropriate action is taken. Activities: To propose the improvement of existing Security Procedures; To receive Air Safety Reports and Captain’s Reports related to Security issues; To be available to all personnel for consultation on security matters; On deputation of the Accountable Manager, issue communications concerning Security after proper coordination with the involved Post-Holders; To coordinate and supervise the Security Coordinator activity. 1.3 - RESPONSIBILITIES AND DUTIES OF OPERATIONS MANGEMENT PERSONNEL
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The Security Manager reports to the Accountable Manager. 1.3.4.1 Deputy Security Manager Qualifications: Suitable education at the management level. Responsibilities: Advisor for the Security Manager on Security Matters; To coordinate the development and management of the Company Security Plan; To inform the Security Manager of any breaches of Security within the Company and to monitor that appropriate action is taken. Activities: To propose the improvement of existing Security Procedures; To receive Air Safety Reports and Captain’s Reports related to Security issues; To be available to all personnel for consultation on security matters; To take care of any inputs received by the Security Manager. 1.3.5 Quality Manager See Chapter 3, “Quality System”. 1.3.6 Maintenance Post Holder 1.3.6.1 Qualifications A background in Airline Operation. 1.3.6.2 Responsibilities The Maintenance Post Holder is responsible for: budget control and cost supervision of the Technical Department and of the Maintenance & Material Department of the Operator’s Maintenance Organisation; strategic planning and overall development of the Maintenance Organisation, in order to fully meet present and future requirements of the Operator; investigating all opportunities to optimise the efficiency of the Maintenance Organisation; establishing the scope of work of the Technical Department and of the Maintenance & Material Department , subject to ENAC approval; overall coordination of the activities of the Technical Department, Maintenance & Material Department. 1.3.6.3 Activities In respect of his responsibilities, and under delegation of the Accountable Manager, the Maintenance Post Holder has the following main duties: to elaborate, and submit to the AM for approval, the budgets of the Technical Department and of the Maintenance & Material Department, presenting them to the Accountable Manager for final approval; to negotiate, review and present to the Accountable Manager for approval, all contracts pertaining to the activities of the Technical Department and of the Maintenance & Material Department; to approve and arrange for all payments relevant to the activities of the Organisation, including the payment of fees due to ENAC;
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to accept the CAME and Maintenance Manuals and any further revision, for consistency with the needs of the Operator and for compatibility with the aims of the Group; to monitor the adequacy and effectiveness of all Departments.
The Maintenance Post Holder must be accepted by the Authority and reports directly to the Accountable Manager. For details, refer to Continuing Airworthiness Management Exposition (CAME) 1.3.6.4 Deputy Maintenance Post-Holder For detailed duties and responsibilities of the Deputy Maintenance PH refer to respectively to CAME manual. 1.3.7 Other Maintenance Key Personnel. 1.3.7.1 Maintenance Manager The Maintenance Manager is responsible to the Maintenance Post Holder Manager for all the duties assigned to the Technical Department regarding the maintenance of the fleet. The Maintenance Manager must be accepted by the Authority in accordance with EU and national regulations. For requirements, duties, responsibilities, deputizing and organization of the Maintenance Department, refer to Air Italy CAME. 1.3.8 Flight Operations Post-Holder The Flight Operations Post-Holder is responsible to the Accountable Manager for all the duties assigned to the Flight Operations Department. In order to meet the goals, the Flight Operations Post-Holder has been allowed by the Authority to utilise the internal organisation and the support of an external organisation. Even if Air Italy contracts external organisations to provide certain services, in accordance with EU-OPS 1.175, the responsibility for the proper operational standards are retained by the Operator and, in the present case, Flight Operations Post-Holder is tasked of ensuring that external suppliers regarding his duties meets the required standards. Flight Operation Post-Holder must be accepted by the Authority in accordance with EU and national regulations (OPV-9). 1.3.8.1 Requirements The Flight Operation Post-Holder must have: Italian nationality or European Community nationality with fluent Italian language, written and spoken; ATPL, even if not valid; at least 5 years as Commander in multi-engine and multi-pilot aircraft used for Commercial Air Transportation; significant experience as instructor and examiner; significant experience in management of flight operations; significant experience in airline enviroment. 1.3.8.2 Duties and Responsibilities The Flight Operations Post Holder is resposible for: 1.) ensuring the safety and security, and an efficient management of overall operation of Air Italy aircraft, with the exclusion of the commercial business, which is a Commercial Department duty. To this end he is the overall supervisor of the Flight Operations 1.3 - RESPONSIBILITIES AND DUTIES OF OPERATIONS MANGEMENT PERSONNEL
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Department, implementing internal coordination within this Department to ensure that all aspects of operations affecting safety an security are examined during periodic meetings regarding line operations supervision, operational engineering and any other potential issue. For the same purpose he will maintain a continuous contact and coordination with the appropriate personnel in the Maintenance, Ground Operations, Security Departments and any other external organisation (including manufacturers) which could be potentially involved in safety and security issues; 2.) In particular he is responsible for the safe, legal and efficient running of Flight Operations. 3.) ensuring that the Air Italy Operations comply with National and International regulations and that the terms and conditions laid down in the granting of the Air Italy ’ AOC are met and maintained; 4.) setting and maintaining operational and technical standards and procedures; 5.) setting, monitoring and controlling the operational standards of all aircraft types authorised under the AOC issued to Air Italy ; 6.) supporting the Accountable Manager in ensuring that adequate resources are available to meet Company and regulatory requirements; 7.) ensuring the regularity of administration, conduct, morale and standards of all aircrew and non aircrew flight operations personnel; 8.) publishing and editing Air Italy’s Operations Manual (OM); 9.) ensuring that Operations Manuals lay down a sound operational policy and clearly defined management structure showing areas of delegated responsibility; 10.) maintaining contact, in the Company’s interest, with other Companies, Government Departments, and Civil Aviation Authorities; 11.) the designation of aircraft Commanders;. 12.) liaisoning with the Authority’s designated Inspectors to ensure that Air Italy operations are in accordance with the authorisation issued to it; 13.) the overall supervision of flight and route planning and briefing and the issuing, as required, of all general and specific weather minima; 14.) overseeing the maintenance of all records, including competency check, emergency and survival drill checks, crew recency and all necessary flight returns; 15.) taking all practicable steps to ensure that every flight is operated in accordance with the terms, conditions and limitations of Air Italy’s and aircraft owner’s relevant insurance policies; 16.) the selection and recruitment of flying and ground operations personnel; 17.) the periodic review of Aircrew and Operations staff establishments to ensure an adequate force of properly qualified personnel; 18.) maintaining the Flight and Cabin Crew flying and duty hours records, ensuring that no limits are exceeded and all restrictions are adhered to; 19.) ensuring that all authorisations necessary for flight activity have been obtained and are available and notified to the Commander; 20.) developing a management strategy in order to ensure most efficient usage of Crew and Ground Personnel assigned to the Flight Operations Department in accordance with the Regulation Authority; 21.) performing a continuous monitor of the communication network integrity; 22.) managing the storage of information data and its availability. 23.) ensuring that the contracts established with external suppliers for flight support services are agreed and signed in accord with EU-OPS and ENAC requirements and are subjects to periodic controls by the Quality Assurance System. 1.3 - RESPONSIBILITIES AND DUTIES OF OPERATIONS MANGEMENT PERSONNEL
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24.) maintaining an updated list of all crew; the list is kept in electronic format by FOPH Sec. 25.) producing a report with operational events (delays, FDM exceedances, etc) analysis every 3 month for the Quarterly Reliability Meeting (QRM). 1.3.8.3 Deputy Flight Operations Post-Holder The Crew Training Post Holder is the deputy of the Flight Operations Post Holder. His duties and responsibilities are the same of the FOPH listed above except 8), 16), 17), 20) 22), 23). Point 4) and 5) are applicable only in order to maintain and not to set. 1.3.8.4 Flight Operations Secretary Flight Operations Secretary due to the small entity of the company is also Crew Training Post Holder Secretary. She is in charge to coordinate PHs activities with ENAC, records all the operational documents, store all the training records and monitor all the expiry date for the Crew. In addition she’s responsible to distribute to the crew all the publications and collect the distribution list. Refer to FOPH secondary procedure for duties about all training records 1.3.8.5 Examiners (TRE/SFE/CAA) They are flying personnel (except for SFE) from internal or external organizations, in charge of checking crew. In this task they operate under the Flight Operations Post Holder authority. The job of a TRE (Type Rating Examiner), SFE (Synthetic Flight Examiner) or CAA (Cabin Crew Controller) is to perform, by appointment of the Authority, recurrent or extemporary proficiency checks to crewmembers (Flight and Cabin Crews respectively) both on ground and/or in flight in order to meet the operational requirement. They must carry out sufficient flying/synthetic flying/ground preparation duties as required to maintain a high standard of personal proficiency in order to be able to accurately assess the competency of the crew to be checked. 1.3.8.6 Operations Control Centre (OCC) Due to complexity of the Operations Control Centre tasks, a separate manual (OCC Manual) details procedures of the OCC. Here below is reported a briefly spot of the main tasks assigned. Operations Control Centre Manager or his deputy is responsible to the FOPH. Operations Control Centre Manager or his deputy and FOPH (or his Deputy) are the only ones authorised to take decision within Operations Control Centre. Operations Control Centre activities are mainly made by means of a computer programme which provide an help in the management of the operations. The aforementioned programme has been build up in accordance with national and EU/OPS regulations. The OCC principal task is to take suggest operational decisions to FOPH respectfully of safety, regularity and economics of the daily flight operations. In case of flight irregularities the OCC , under supervision of FOPH, is also responsible for re-organisation of aircraft movements to achieve the minimum loss of time and minimum interference to the schedule. It is the obligation of OCC personnel, in case of Crisis, to activate the Emergency Response Plan. Refer to ERP manual for the complete list of numbers and contacts to be called or notified. The OCC is also responsible, under supervision of FOPH, to organise active/passive subcharters within a limit of 72 hours. The OCC is organised to manage two principal tasks: 1.3 - RESPONSIBILITIES AND DUTIES OF OPERATIONS MANGEMENT PERSONNEL
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• Movement Control • Flight Dispatch The Head of the OCC is the OCC Manager. 1.3.8.6.1 Duties & Responsibilities of the OCC Manager It’s responsibility of OCC Manager all the above action (1.3.8.6), for further detail refer to OCC manual. 1.3.8.7 Navigation Technical Operative Office (NTO) NTO will take care of: • the Take Off Analysis, published and amended by EAG; • the AERAD Documents, published and amended ; • the Drift Down procedures (when applicable); • the Route studies; • the Data Base to be loaded on the aeroplane navigation systems; 1.3.8.8 Rostering and Crewing The Rostering and Crewing processes are accomplished in accordance with specific procedures and checklists outlined in separate documents (Secondary Procedures). 1.3.8.8.1 Rostering Department The main tasks assigned to the Rostering Department are outlined in the following list: • the timely production of balanced roster for all aircrew in compliance with national (ENAC) and EU/OPS requirements; • the programming in conjunction with the operational and training needs; • the co-ordination and notification of all Crew leave; • the recording of the relevant Flight and Cabin Crew statistics and analysis. 1.3.8.8.2 Crewing Department The Crewing Department is responsible for: • the complete running, including the control, supervision and discipline of the aircrew schedules; • the effective operation of the 24 hours crewing task, including liaison with Movement Control; • the organisation of crew transports and hotel reservations (not including those necessary for initial training necessities); • providing off-duty tickets for crew “must-go”; • timely informing the FOPH of any discrepancy to the scheduled activities, suggesting possible solutions, in accordance with regulations; 1.3.8.9 Fleet Managers and Deputies 1.3.8.9.1 Requirements In accordance with Italian regulation (OPV-9A), the Fleet Manager must: • be a flying Captain inside Air Italy relevant fleet; • have at least 3 years of experience as Commander on Multi-Engine Aircraft; • have significant experience as Instructor or Examiner on the same aircraft or similar aircraft if the aircraft type is new for Air Italy; • have a proven background as staff member within Air Italy or similar organization; • demonstrate competency and knowledge of rules concerning Italian Civil Aviation; • demonstrate competency and knowledge of the present Air Italy Operations Manual.
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A Deputy is appointed to grant the continuity in the duties and responsibilities of the Fleet Manager. The Deputy Fleet Manager is the FOPH, and in his absence the CTPH, or a senior Air Italy Captain with experience in the appropriate fleet appointed as such. 1.3.8.9.2 Duties and Responsibilities To ensure the safety and security, and an efficient management of overall operations of the relevant fleet; In particular his responsibilities are: safe, legal and efficient operations of the relevant fleet; He will ensure that the relevant fleet’s operation comply with National and International regulations and that the terms and conditions laid down in the granting of the Air Italys’ AOC are met and maintained; Co-operate with the Flight Operations Post Holder in order to set and maintain operating standards and procedures of the relevant fleet; The overall supervision of flight and route planning and briefing and the issuing as required of all general and specific weather minima for the relevant fleet; Taking all practicable steps to ensure that every flight of the relevant fleet is operated in accordance with the terms, conditions and limitations of the Air Italy and aircraft owner’s relevant insurance policies. 1.3.8.10 Flight Crew Flight Crew are directly dependant by the Flight Operations Post-Holder when operating in accordance with duties assigned to the Flight Operations Post-Holder. When Flight Crew are not in the above condition, if they are through a training period, they report to the Crew Training Post-Holder. 1.3.8.11 Cabin Crew Cabin Crew are directly dependant by the Cabin Crew Manager when operating in accordance with duties assigned to the Flight Operations Post-Holder. When Cabin Crew are not in the above condition, if they are through a training period, they report to the Crew Training Post-Holder through the Cabin Crew Manager. 1.3.8.11.1 Cabin Crew Manager The Cabin Crew Manager is responsible to the FOPH for all the staff concerning Cabin Crew. A
Requirements The Cabin Crew Manager must have at least 10 years flying experience as Senior Cabin Crew (CA1) and proven experience in Cabin Crew management.
B
Duties and Responsibilities: • Perform all duties reported below in accordance with ENAC, EASA and State regulations; • establish and maintain a training program to optimize passenger services; • ensure all staff maintains the highest standard of behavior when interacting with passengers and Tour Operators’ personnel; • in compliance with criteria and guidelines with the FOPH: - control that Cabin Crew operations adhere with the standard procedures - perform (or delegate evaluators, instructors, line trainers or personnel in similar supervisory positions to perform this duty) periodic line evaluation or check, recorded on a checklist retained with other cabin crew qualification records;
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ensure all cabin staff maintains the highest standards of dressing, behavior required by the Operator; - propose cabin personnel for promotion or disciplinary action, or for a different operational employment; - ensure liaison with regulatory authorities, original equipment manufacturers and other operationally relevant external entities In coordination with the Library: - supervise the preparation, issue, amending and distribution of Cabin Crew Manual and of all other documents related to the cabin service and to the other connected activities; In coordination with CTPH: - arranging and supervising the required checking and testing of cabin crew competency in order to meet all regulations and Operator requirements in relation to flight safety, during normal and abnormal flight operations; - ensuring that all regulatory and Operator requirements in regard to cabin crew training are met; - make acceptance on behalf of the Operator of any training given to individual cabin crewmembers has having achieved the required standard and for the subsequent release of those crewmembers for duty; - propose the training needs of his area and collaborate in assessing a training course and related syllabus, to achieve the requested standards; - integrate cabin and flight deck procedures and training where such integration is necessary in the interests of safety, security and efficiency. support the Commercial Department for technical aspects, which is in charge to define the selection, organization, procurement and evaluation of catering ant to propose, select, provide and organize the catering and the other cabin provision; 1.3.8.12 Library Supervise the preparation, issue, amending and distribution of the Operations Manual and of all other documents related to the crew duties and to the other connected activities; Collect, distribute and verify the reception of all operational publication addressed to the operational staff. 1.3.9 Crew Training Post-Holder The Crew Training Post-Holder is responsible to the Accountable Manager for all the duties assigned to the Crew Training Department. Even if Crew Training Post Holder contracts with an external organisation in accordance with EU-OPS 1.175, the responsibility for the proper standards are retained by Air Italy. CTPH must be accepted by the Authority in accordance with JAA and national regulations (OPV9A). CTPH will be substitute by FOPH in case of his absence. 1.3.9.1 Requirements Crew Training Post Holder must: be a Commander, operating as Commander in Air Italy ; hold Italian nationality or European Community nationality with fluent Italian language, written and spoken; have flown at least 3 years as Commander in multi-engine and multi-pilot aircraft used for Commercial Air Transportation; 1.3 - RESPONSIBILITIES AND DUTIES OF OPERATIONS MANGEMENT PERSONNEL
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have significant experience as instructor and examiner; have significant experience in training matters; have significant experience inside airline environment. 1.3.9.2 Duties and Responsibilities To provide and manage all training facilities so as to satisfy the Civil Aviation Authority (ENAC) and Company requirements; To ensure the provision/development of safety and security procedures, conversion, recurrent for all Flight and Cabin Crew; To prepare all training syllabi and routine licensing and testing of Flight and Cabin Crew, ensuring that they comply with the ENAC training requirement for the maintenance of training and testing records; For liaison with ENAC in all matters pertaining to training whether mandatory or not; To ensure the correct training is given to Flight and Cabin Crew within the Company in accordance with operational standards and Statutory Legislation including Safety and Survival training; The updating and amendment of the Training Manual in accordance with ENAC and Air Italy requirements; To prepare all aeronautical training syllabi and testing of Ground Personnel; Additional Responsibilities In addition to the duty and responsibility as Crew Training Post-Holder, in co-ordination with Flight Operations Post Holder, he is responsible for: recommendations for simulator availability, effectively and cost; the training and regular checking of all categories of training examiner Captains; determining and arranging the content of courses for any new aircraft types or equipment the Company may decide to operate; as applicable, all aspects of All Weather, ETOPS, CRM, RVSM, B-RNAV training; completing the training review process and implementing the necessary changes; monitoring training progress, determining individual training needs and issuing the appropriate certificate on completion of training; developing training policy, standards and the more cost effective training methods; maintaining of training and testing records; the provision of additional training facilities for other operators; the provision of additional training for Crew who fail to meet and maintain the required proficiency standards; ensuring that Crew conversion, command, refresher and recurrent training programmes are completed according to agreed schedules; establishing the training, re-training and recurrent training policy for Flight Crew. Note: Any Crew or Ground personnel, when acting in a role of training, are under the authority of Crew Training Post-Holder. 1.3.9.3 Deputy Crew Training Post-Holder The Flight Operations Post Holder is the deputy of the Crew training Post Holder. When acting on behalf of the Post Holder Crew Training, the Deputy has the duties of: - maintaining the documentation relative to training matters; - supervise the progress of individual student; - taking part to teaching process as far as the subjects are of his own competence. Furthermore the Deputy has to report as soon as practical to Post Holder Crew Training about decision taken during Post Holder Crew Training absence. 1.3 - RESPONSIBILITIES AND DUTIES OF OPERATIONS MANGEMENT PERSONNEL
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1.3.9.4 Training Secretary This service is provided by an internal and external organisation. The main duties assigned are: To carry out Secretary activities; To take care of the logistic courses aspects; To collect training data activities of the Crew Training Department, and of the single trainee/teacher; To update the administration and the budget of the Crew Training Department. Those duties are performed by the Flight Operations Secretary 1.3.9.5 Examiners (TRE/SFE/CAA) For some kind of training activity TRE, SFE and CAA operate under control of the Crew Training Post Holder. For definitions of details concerning TRE, SFE and CAA, see O.M. Part A, paragraph 1.3.8.5 1.3.9.6 Instructors (TRI/SFI/LTI/PAA) They are flying personnel from internal or external organizations, in charge of instructing Crew. In this task they operate under the Crew Training Post Holder authority. The main duties assigned to them areas follows. The job of a TRI (Type Rating Instructor) / SFI (Synthetic Flight Instructor) / LTI (Line Training Instructor-Captain) or PAA (Cabin Crew Instructor) is to instruct, by appointment of the Authority, Crewmembers (Flight and Cabin Crews respectively) both on ground and/or in flight in order to meet the operational requirements. They must carry out sufficient flying / synthetic flying ground preparation duties as required to maintain a high standard of personal proficiency in order to be able to accurately assess the competency of the Crew to be instructed. 1.3.10 Ground Operations Post-Holder The Ground Operations Post-Holder is responsible to the Accountable Manager for all the duties assigned to the Ground Operations Department. GOPH must be accepted by the Authority in accordance with JAA and national regulations. 1.3.10.1 Requirements Ground Operations Post-Holder must have a proven competency in civil aviation, which means technical qualification and managerial experience acceptable to the Authority. 1.3.10.2 Duties and Responsibilities The Ground Operations Post-Holder is primarily responsible for the safe and efficient management of the ground operations (ramp operations). In particular his responsibilities are: the supervision and training as necessary of the Operator’s ground handling agents in the preparation of flight documentation; the initial and subsequent training as required of the Operator’s Ground Operations personnel and their release for duty following recruitment; the preparation of General Declarations and the ensuring of compliance with the health regulations of any ports the Operator aircraft are scheduled to visit; ensuring that the aircraft carries an adequate supply of immigration and customs declaration forms for all countries; 1.3 - RESPONSIBILITIES AND DUTIES OF OPERATIONS MANGEMENT PERSONNEL
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liaison in all aspects of the dispatch of the aircraft with the Operator’s ground handling agents; overseeing the completion of the actions and requirements listed in the Ground Operation Manual prior to each aircraft departure; the preparation, publication and amendment of the Air Italy ’ Ground Operation Manual (GOM); inspecting stations as necessary to check on effectiveness of standards regarding the load, weight and balance, and ramp procedures; ensuring all Ground Safety and Security procedures are effectively implemented and continuously updated and control ramp safety; to investigate all reports of deviation from Standard Procedures and take necessary actions (i.e. Voyage Reports); to establish policy and associated standards for passenger and airport handling performance and maintenance; to supervise the load Control procedures in respect of carriage of special load i.e. live animals, wheel chairs, etc.; to perform a continuous monitor of the communication network integrity; to manage the storage of the information data and their availability. In his absence the Deputy Ground Operations Post-Holder will deputise for him. 1.3.10.3 Ground Operations Department Organisation For details regarding the Ground Operations Department Organisation, refer to the Ground Operations Manual. 1.3.10.4 Deputy Ground Operations Post-Holder For detailed duties and responsibilities of the Deputy GOPH refer to respectively to Ground Operations Manual.
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1.4 Authority, Duties and Responsibilities of the Commander .......................................... 1 1.4.1 Authority of the Commander ................................................................................. 1 1.4.2 Duties of the Commander ..................................................................................... 1 1.4.3 Responsibility of the Commander ......................................................................... 2
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1.4 AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE COMMANDER 1.4.1 Authority of the Commander The authority of the Commander comes from two sources: the Italian laws and the delegated authority to the Commander by Air Italy. In the following paragraphs the prerogatives of the Commander are reported according to Italian legislation and in compliance with international treaties. The Commander of an aircraft is a legal person entrusted by the State with public functions and private representative powers, he is liable for facts and acts that can take place on board the aircraft of which he is in charge. The Commander has two legal entities: public and private. Public entity: he represents the State as a public safety officer and as a state officer; he is appointed to prevent/repress crime that can take place on board and to certify relevant events (births, deaths, weddings, etc.). This way he gives legal certainty to the rights of the involved subjects and ensures the presence of the State in the travelling community. Private entity: he is the representative of the company, to which he is connected by a working relationship (a signed contract) and as a consequence he is obliged to perform his duties as clearly required by the company through regular company communication. 1.4.2 Duties of the Commander The Commander must be able to: be head of the whole crew and therefore manage the whole flight; make appropriate decisions and enforce them; satisfy all requirements of the general standard of performance, under the stress of assuming complete responsibility for the flight; plan a flight according to the relevant regulations; fly the aeroplane safely during all phases of normal and abnormal situations according to relevant regulations and with due consideration of passenger comfort, punctuality and economy; be fully conversant with the operation of all aeroplane systems under all conditions defined in the technical manuals; handle the specific duties, which may arise during partial augmentation with an additional Commander; support the active crew during partial and full augmentation; monitor the activities of the Co-Pilot according to the «closed loop» principle and draw his attention to possible mistakes; reliably fulfil the duties of the Pilot Monitoring when the Co-Pilot is flying the aeroplane; terminate a flight in case of Co-Pilot's incapacitation; guide, train and qualify the Co-Pilot undergoing training; represent the Operator adequately towards passengers and, where necessary, Authorities, thereby displaying a high level of a customer oriented attitude; know and apply all procedures and regulations expediently and economically according to the relevant documents for normal and abnormal operations as well as in case of an emergency; be aware of the high level of exposure towards the passengers and therefore display the highest possible degree of customer oriented behaviour and knowledge of himself, and promote this attitude in the entire crew; instruct all crewmembers and give them fullest benefit of his experience; 1.4 - AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE COMMANDER
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•
understand the duties of the cabin crewmembers to an extend enabling him to make the respective decisions; • make routine and non routine announcements; The Commander shall: • be responsible for the safety of all crew members, passengers and cargo on board, as soon as he arrives on board, until he leaves the aeroplane at the end of the flight; • be responsible for the operation and safety of the aeroplane from the moment the aeroplane is first ready to move for the purpose of taxiing prior to take-off until the moment it finally comes to rest at the end of the flight and the engine(s) used as primary propulsion units are shut down; • have authority to give all commands he deems necessary for the purpose of securing the safety of the airplane and of persons or property carried therein; • have authority to disembark any person, or any part of the cargo, which, in his opinion, may represent a potential hazard to the safety of the airplane or its occupants; • not allow a person to be carried in the aeroplane who appears to be under the influence of alcohol or drugs to the extent that the safety of the aeroplane or its occupants is likely to be endangered; • have the right to refuse transportation of inadmissible passengers, deportees or persons in custody if their carriage poses any risk to the safety of the aeroplane or its occupants; • ensure that all passengers are briefed on the location of emergency exits and the location and use of relevant safety and emergency equipment; • ensure that all operational procedures and checklists are complied in accordance with the Operations Manual; • not permit any crewmember to perform any activity during take-off, initial climb, final approach and landing except those duties required for the safe operation of the airplane; • Not permit: (i) A flight data recorder to be disabled, switched off or erased during flight nor permit recorded data to be erased after flight in the event of an accident or an incident subject to mandatory reporting; (ii) A cockpit voice recorder to be disabled or switched off during flight unless he believes that the recorded data, which otherwise would be erased automatically, should be preserved for incident or accident investigation nor permit recorded data to be manually erased during or after flight in the event of an accident or an incident subject to mandatory reporting; • Decide whether or not to accept an airplane with unserviceabilities allowed by the Configuration Deviation List (CDL) or Minimum Equipment List (MEL); and • Ensure that the pre-flight inspection has been carried out, including the security tasks as in Chapter 10. Note: The commander or the pilot to whom conduct of the flight has been delegated shall, in an emergency situation that requires immediate decision and action, take any action he considers necessary under the circumstances. In such cases he may deviate from rules, operational procedures and methods in the interest of safety. 1.4.3 Responsibilities of the Commander The responsibilities of the Commander are contained in many documents, but they are well expressed in Chapter III of the Tokyo Convention, accepted by the Italian Parliament on December 4th 1969. Refer to paragraph 10.1.2.1 in this manual for the entire text of the Convention. 1.4 - AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE COMMANDER
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Index 1.5 Duties and Responsibilities of Crew Members other than the Commander......1 1.5.1 General ...............................................................................................................1 1.5.2 Duties and Responsibilities of the Co-Pilot. ........................................................1 1.5.3 Duties and Responsibilities of the Cabin Crew ...................................................2 1.5.3.1 Senior Cabin Crew (CA1)..............................................................................2 1.5.3.2 Cabin Crew (CA)...........................................................................................3
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1.5 DUTIES AND RESPONSIBILITIES OF CREW MEMBERS OTHER THAN THE COMMANDER 1.5.1 General A crew member shall be responsible for the proper execution of his duties that: Are related to the safety of the aeroplane and its occupants; Are specified in the instructions and procedures laid down in the Operational Manual. All crewmembers will obey all lawful commands given by the commander for the purpose of securing the safety of the aeroplane and of persons or property carried therein. A crew member shall: Report to the commander any fault, failure, malfunction or defect which he believes may affect the airworthiness or safe operation of the aeroplane including emergency systems; Report to the commander any incident that endangered, or could have endangered, the safety of operation; Make use of the occurrence reporting scheme (Air Safety Report) in accordance with OM Part A Ch 11. In such cases, a copy of the report(s) must be communicated to the commander concerned (the report it is not mandatory if the commander or other crewmember already reported the same occurrence. 1.5.2 Duties and Responsibilities of the Co-Pilot. The Co-Pilot must be able to: support the Commander as a team member in all matters and act as his deputy whenever necessary; plan a flight according to the relevant regulations; fly the aeroplane safely within the operation envelope during all phases of normal operations, according to relevant regulations and with due consideration to passenger comfort, punctuality and economy; fly and land the aeroplane safely under aggravated conditions or with technical malfunctions, e.g: execute a one engine-out precision or non-precision approach and landing or missed approach; handle the specific duties, which may arise during partial augmentation with additional Flight Crew members (the specific duties are stipulated in the aeroplane type specific training syllabus); reliably fulfil the duties of the Pilot Monitoring (PM) when the Commander (or Pilot-InCommand, PIC) is flying the aeroplane; monitor the Pilot-In-Command activities according to the «closed loop» principle and draw his attention to possible mistakes; terminate a flight in case of Commander's incapacitation; know the application of all documentation required pre-flight and in-flight, including that regarding security. apply all procedures and regulations according to the relevant documents for normal and abnormal operations; co-operate with all crewmembers; perform the administrative duties assigned to him reliably and independently; understand the duties of the cabin crewmembers; develop and maintain skill and knowledge for a customer oriented attitude; 1.5 - DUTIES AND RESPONSIBILITIES OF CREWMEMBERS OTHER THAN THE COMMANDER
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be fully conversant with the operation of all aeroplane systems under all conditions defined in the technical manuals; have sufficient language knowledge for routine and non-routine announcements; know the critical limits of the aeroplane and its systems.
1.5.3 Duties and Responsibilities of the Cabin Crew 1.5.3.1 Senior Cabin Crew (CA1) The Senior Cabin Crew Member (CA1) is responsible to the Commander for the efficient running of the cabin service and for the conduct and co-ordination of cabin safety and emergency procedures in accordance with Air Italy policy. In the event of an emergency, he is responsible to the Commander for putting into effect the relevant procedures and emergency drills as laid down in the applicable Booklets. Like all Cabin Crew members on duty and also off duty when away from home base, the CA1 is subordinated to the Commander. The CA1 takes orders directly from the Commander or his delegate. He acts as chief of the Cabin Crew and has authority over all Cabin Crew members on duty regardless of the seniority. Off-duty, he has authority over all Cabin Crew only in absence of the Commander and his delegate. The CA1 is responsible for the good quality of the in-flight product in accordance with the marketing concept. CA1 is individually responsible for ensuring that his Cabin Crew certificates, medical, passports, visas Cabin Crew Manuals, Booklets are up to speed. In addition to this, the CA1 must: Check if the Cabin Crew is complete before commencing flight duty; Assign particular duties and responsibilities to all Cabin Crew members; Brief the Cabin Crew before each flight; Be responsible for maintaining good discipline of all Cabin Crew members while on duty; Be responsible for observing the safety and security regulations in the cabin, drawing special attention on completion of his security duties; Be responsible for emergency preparations according to the Commander or special instructions; Report all technical irregularities in the cabin to the Flight Crew; Handle all operational cabin irregularities in co-ordination with the Commander; Act as speaker for all duty matters pertaining to the Cabin Crew; Ensure the orderly hand-over of aeroplane to the new Cabin Crew taking over at transit station (if applicable); Ensure that the necessary documents are maintained and processed as laid down in the respective regulations; Report any important incidents or irregularities occurring during the flight to the appropriate to the Commander of the flight. Reports about matters of mutual interest shall be co-ordinated between the Senior Cabin Crew and the Commander as to which action will be taken; Handle the Company and diplomatic mail; Fill out evaluation reports on cabin crew performance during line operations and all other required form. Instructions regarding this duty are reported in a specific Secondary Procedure.
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1.5.3.2 Cabin Crew (CA) All cabin crew will take all reasonable steps to ensure the safety, the security and well being of passengers in both normal and emergency circumstances. Cabin Crew members are individually responsible for ensuring that their Cabin Crew certificates, medical, passports, visas Cabin Crew Manuals, Booklets are up to speed. Cabin Crew members support the Commander in the maintenance of a proper standard of crew discipline, conduct and personal appearance. In addition to this, Cabin Crew must: carry out a proper in-flight preparation before taking over a flight; take active part in the briefing; act according to his duties and working position within the entire Cabin Crew; be responsible for the assigned duty; do the very best to fulfil the aim of always being better than other airlines; show willingness to serve; approach the customer in a winning manner; carry out the sales on board; keep his knowledge up to date by studying all pubs concerned; have a good basic and supplemental training background; freely communicate in English.
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Index 2 OPERATIONAL CONTROL AND SUPERVISION........................................................... 1 2.1 Supervision of the Operation by the Operator ....................................................... 1 2.1.1 Policies .................................................................................................................1 2.1.2 Licence and Qualification Validity ......................................................................... 2 2.1.3 Control, Analysis and Storage of Records, Flight Documents, Additional Information and Data ............................................................................................ 2 2.1.4 Preservation of documentation ............................................................................. 2 2.1.5 Documents Storage Periods................................................................................. 3 2.1.6 Flight, Duty and Rest Time Records (Flight Crew and Cabin Crew) ..................... 4 2.1.7 Ground Personnel Documents ............................................................................. 4 2.1.8 Other records........................................................................................................ 4 2.1.9 Production of documentation and records ............................................................ 5 2.2 SYSTEM OF PROMULGATION OF ADDITIONAL OPERATIONAL INSTRUCTIONS AND INFORMATION ................................................................... 1 2.2.1 Purpose ................................................................................................................ 1 2.2.2 Authority and Classification .................................................................................. 1 2.2.3 Distribution............................................................................................................ 1 2.2.4 Review.................................................................................................................. 2 2.3 ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME ............................... 1 2.3.1 Purposes .............................................................................................................. 1 2.3.2 Responsibility ....................................................................................................... 1 2.3.3 CRM and Human Factors ..................................................................................... 1 2.3.4 Accident Prevention Items .................................................................................... 2 2.3.5 Flight Safety Manager........................................................................................... 2 2.3.6 The Flight Safety Board (FSB) and Accident Prevention Adviser Team (APAT) .. 3 2.3.7 Flight Safety Procedure ........................................................................................ 5 2.3.8 Appendix............................................................................................................. 10 2.3.9 Voluntary Safety Report...................................................................................... 16 2.3.10 Line Oriented Safety Audit (LOSA) ................................................................... 17 2.4 OPERATIONAL CONTROL....................................................................................... 1 2.4.1 Definition...............................................................................................................1 2.4.2 Designated Manager ............................................................................................1 2.4.3 The Commander................................................................................................... 1 2.4.4 Company messages ............................................................................................ 1 2.5 POWERS OF AUTHORITY........................................................................................ 1 2.5.1 Powers of the Commander. .................................................................................. 1 2.5.2 Powers of Authority other than the Commander. .................................................. 1
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Index 2 Operational control and supervision ................................................................................. 1 2.1 Supervision of the Operation by the Operator ............................................................ 1 2.1.1 Policies.................................................................................................................. 1 2.1.2 Licence and Qualification Validity ......................................................................... 2 2.1.2.1 Duties of Personnel......................................................................................... 2 2.1.2.2 Competence of Operations Personnel............................................................ 2 2.1.3 Control, Analysis and Storage of Records, Flight Documents, Additional Information and Data ..................................................................................................... 2 2.1.4 Preservation of documentation ............................................................................. 2 2.1.5 Documents Storage Periods ................................................................................. 3 2.1.5.1 Flight Information retained on ground ............................................................. 3 2.1.5.1.1 Flight Document Storage Period............................................................... 3 2.1.5.1.2 Flight Reports Storage Periods................................................................. 3 2.1.6 Flight, Duty and Rest Time Records (Flight Crew and Cabin Crew)..................... 4 2.1.6.1 Documents Storage Periods for Flight Crew Records .................................... 4 2.1.6.2 Documents Storage Periods of Cabin Crew Records..................................... 4 2.1.7 Ground Personnel Documents.............................................................................. 4 2.1.8 Other records ........................................................................................................ 4 2.1.9 Production of documentation and records ............................................................ 5
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2 OPERATIONAL CONTROL AND SUPERVISION Air Italy organization and management are suitable and properly matched to the scale and the scope of operations; procedures for the supervision of the operations have been defined and are reported in this chapter. 2.1 Supervision of The Operation by the Operator Responsibility for the safety of the operation remains at all times with line management. The responsibilities of the individual managers involved are as outlined in Chapter 1 and they are expected to be especially vigorous in their supervision of all those aspects of the Operator's operation which impinge on safety. Managers who are also involved in flying duties must arrange their rosters so that an adequate amount of time can be spent on their ground duties. All operations personnel is properly instructed, up-dated and tested. It is operator policy that safety shall always have first priority. Depending on actual situation and with due regard to the seriousness of possible consequences, ♦ Comfort; ♦ Punctuality; ♦ Economy; (in the above order of priority) must be weighed carefully against each other. It must be clearly understood that policies in the O.M. Part A (i.e. fuel policy) reflect minimum requirement in the interest of safe operations. The Commander may at all times apply a policy in a more restrictive sense if the prevailing circumstances so require or he deems a higher safely standard justified in a specific situation. Without reducing the authority of the Commander as stated by law, all Air Italy flight personnel are subject to Air Italy air orders and regulations and to disciplinary action in case of violations and irregularities. 2.1.1 Policies Air Italy regulations are based on compulsory international, national and local regulations and they are used for planning and executing of all company flights. Should it be observed that company regulations, by inadvertence, violate official rules and regulations, the latter shall be followed and the discrepancy must be reported. All general company policies and procedures for flight operations which are permanent are contained in the O.M. , part A. Policies and procedures which are valid only in certain countries, areas or route are published in the respective O.M., part C and supplement the regulations in O.M., part A. Under routine conditions, strict compliance must be achieved with all policies, rules, regulations and procedures laid down in the Operations Manual. It must be kept in mind that: ♦ No regulation can be a substitute for awareness; ♦ Nothing in the manual, however carefully outlined and precisely adhered to, can replace the exercise of good judgement and the application of conservative operating practices if conditions dictate. For emergency situations, all instructions are guiding principles: it is the Commander’s authority to apply them when and as far as the situation permits. The commander or the pilot to whom conduct of the flight has been delegated shall, in an emergency situation that requires immediate decision and action, take any action he considers necessary under the circumstances. 2.1 - SUPERVISION OF THE OPERATION BY THE OPERATOR
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In such cases he may deviate from rules, operational procedures and methods in the interest of safety. No exceptional situation, however, or emergency should be constructed to divert from the manual instructions, unless the situation at hand is not regulated by procedures, or leaves no time to apply them. Flight conditions may necessitate the Commander’s temporary disregard of instructions in favour of the exercise of his authority, for the sake of safety, according to his own momentary judgement. 2.1.2 Licence and Qualification Validity The supervision of the qualifications of personnel and the maintenance of adequate records is essential. 2.1.2.1 Duties of Personnel It is the individual responsibility of crewmembers to ensure that their licences, ratings, medical certificates, passport, visas and other required documents, are valid. This does not remove all responsibility from the Operator. 2.1.2.2 Competence of Operations Personnel The Flight Operation Post-Holder is responsible to maintain a system to control the currency and validity of licences and the provision of the required statutory proficiency training. By close liaison with the Crew Training Post-Holder he will arrange that all such training and checking is restored in a timely fashion with minimum disruptions to the schedule. 2.1.3 Control, Analysis and Storage of Records, Flight Documents, Additional Information and Data The Accountable Manager through his staff is charged with the control and maintenance of all records, flight documents and data for the period laid down in each case by law. The analysis of such records is a central and essential part of the Operator's ongoing internal safety audit. Checks will also be made to establish that all documents such as flight plans, load sheets, etc. are being completed correctly and in a proper manner. Whenever documents are missing or discrepancies and/or irregularities are found, an appropriate report shall be forwarded to the Flight Operations Post-Holder and to the pilot who has been acting as Commander of that flight. 2.1.4 Preservation of documentation Air Italy can ensure that: (1) Any original documentation, or copies thereof, that he is required to preserve is preserved for the required retention period even if he ceases to be the operator of the aeroplane; and (2) Where a crewmember, in respect of whom an operator has kept a record in accordance with Flight Duty Time Limitation and Rest Requirements, becomes a crewmember for another operator, that record is made available to the new operator. (3) For each AEY flight a Flight Documentation Envelope is produced and, after having been filled by the flight crew is returned to AEY OCC, who is in charge for opening the flight envelopes and collecting hard copies of the required items (see OM part A 2.1.3 to 2.1.5.1.1). In particular, they collect CFPs, L&T sheets and VDR divided by Date, Fleet and Leg. These items are to electronically processed by NTO. (4) After a period of not earlier than four (4) years the electronic file can be deleted.
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2.1.5 Documents Storage Periods Here below are reported the storage periods of the documents concerning the flight operations. 2.1.5.1 Flight Information retained on ground Air Italy has defined a procedure in order to ensure that: At least for the duration of each flight or series of flights; i. Information relevant to the flight and appropriate for the type of operation is preserved on the ground; and ii. The information is retained until it has been duplicated at the place at which it will be stored or, if this is impracticable, The information referred to in subparagraph above includes: i. A copy of the operational flight plan - OFP; ii. Copies of the relevant part(s) of the aeroplane technical log; iii. Route specific NOTAM documentation if specifically edited by Air Italy or Air Italy Contractors; iv. Mass and balance documentation; v. Special loads notification. 2.1.5.1.1 Flight Document Storage Period Documents used for preparation and execution of the Flight Operational Flight Plan (OFP), which must include, as a minimum, the following information: i. aircraft registration; ii. date and flight number; 3 months iii. ATS flight plan; iv. flight crew names and duty assignment; v. fuel onboard at departure, en-route and arrival; vi. departure and arrival points and times; vii. flight times. 36 months after the Aeroplane Technical Log date of the last entry NOTAMs, AIS briefing and weather information relative to the 3 months flight/series of flight Mass and Balance documentation 3 months Notification of Special Loads including written information to the 3 months Commander about Dangerous Goods (NOTOC), if applicable 2.1.5.1.2 Flight Reports Storage Periods Journey Log (OFP substitutes it) Flight Reports for recording details of any occurrence or any event which the commander deems necessary to report/record Reports on the exceedances of duty and/or reductions of rest periods ACARS reports (to be stored on the OCC server) Any kind of Air Safety Report Any kind of Accident report
3 months 3 months 3 months 12 months 24 months Indefinitely
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2.1.6 Flight, Duty and Rest Time Records (Flight Crew and Cabin Crew) According to ENAC FTL last revision, following documents must be retained for 15 months Crew member must retain his own records in respect of: Flight time; Flight duty time (PSV); Rest period and Off-duty days. These records must be presented to Air Italy at the time of hiring. 2.1.6.1 Documents Storage Periods for Flight Crew Records Flight, Duty and Rest Time 15 months As long as the Crew is Licence exercising the privileges of the Licence for the Operator Conversion training and Checking 3 years Command Course (including checking) 3 years Recurrent training and Checking 3 years Training and Checking to operate in either Pilot Seat 3 years Recent Experience 15 months Route and aerodrome Competence 3 years Training and qualification for specific Operations when 3 years required by EU OPS * Dangerous Goods training 3 years (if applicable) * i.e.: B-RNAV, Cat II-III operations, ETOPS 2.1.6.2 Documents Storage Periods of Cabin Crew Records Flight, Duty and Rest Time 15 months Initial training, Conversion and Differences training As long as Cabin Crew is (including Checking) employed by the Operator Until 12 months after the Cabin Recurrent training and Refreshing Crew has left the employ of the Operator Dangerous Goods training 3 years (if applicable) 2.1.7 Ground Personnel Documents Training/Qualification Records of other personnel for whom an Approved Training Programme is required by EU-OPS must be maintained for the last 2 Training records. 2.1.8 Other records Records on Cosmic and solar radiation dosage Quality system records Dangerous Good transport document (if applicable) Dangerous Good acceptance check list (if applicable)
Until 12 months after the crew member has left the employ of the operator 5 years 3 months after competition of the flight 3 months after competition of the flight
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2.1.9 Production of documentation and records Air Italy will: a) Give any person authorised by the Authority access to any documents and records which are related to flight operations or maintenance; and b) Produce all such documents and records, when requested to do so by the Authority, within a reasonable period of time. The Commander shall, within a reasonable time of being requested to do so by a person authorised by an Authority, produce to that person the documentation required to be carried on board.
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Index 2.2 System of Promulgation of Additional Operational Instructions and Information ........ 1 2.2.1 Purpose................................................................................................................. 1 2.2.2 Authority and Classification................................................................................... 1 2.2.3 Distribution ............................................................................................................ 1 2.2.3.1 Distribution Procedure .................................................................................... 2 2.2.4 Review .................................................................................................................. 2
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2.2 SYSTEM OF PROMULGATION OF ADDITIONAL OPERATIONAL INSTRUCTIONS AND INFORMATION 2.2.1 Purpose Operational information which is of a temporary or transient nature, or which requires immediate action pending its incorporation into the Operations Manual, will be published by means of FSOI, GNFS, MEMO’s or Aircraft Manufacturer Advises. These will also be used to advise flight crew, and other staff members on the distribution list, of amendments to operations and flight manuals. Where the manual involved is not issued on a personal basis, the notice will contain brief details of the amendment. These notices will further be used to bring significant changes in legislation to the attention of staff. They will also be used for the dissemination of other operational information of general interest found in such publications as aeronautical information circulars, flight safety reports and NOTAMs. 2.2.2 Authority and Classification Communications to crew members will be issued by the appropriate Post-Holder or Manager. They are promulgated for urgent, temporary or general information. They are classified as follows: FSOI-Flying Staff Operational Instructions: Significant operational information that must be known urgently by flight crew and/or cabin crew. They can contain instruction to temporarily modify procedures and/or techniques even in contrast with company manuals or other official documentation. This urgency is due to Safety reasons. They are issued by Flight Operation Post-Holder or his Deputy. They can be promulgated via paper or via e-mail (if applicable). GNFS-General Notices to Flying Staff: Significant operational information that are useful to be known by flight crew and/or cabin crew. They are issued by any Flying Department with the approval of Flight Operation PostHolder or his Deputy. They can be promulgated via paper or via e-mail (if applicable). MEMO: General information to flight crew and cabin crew not involving flight or ground procedures, but still helpful to know. They can be promulgated via paper or via e-mail (if applicable). Note: Flight Operation Post-Holder is responsible of the categorisation of the communications. 2.2.3 Distribution Distribution will be in accordance with the distribution list included in this Manual Ch 0. A record of valid FSOI and GNFS (hard copies) will be kept at the Flight Operations Office and on will be available on briefing room through the Computer Station. For crew outstation it will be sent via e-mail or fax.
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2.2.3.1 Distribution Procedure: FSOI, GNFS and MEMO are distributed in electronic format (e-mail and/or published on the Company intranet via the Octopus system or official website), each crew member must check the e-mail before and after each flight in the briefing room. The receipt, where applicable, must be given via electronic means and will be retained by the Flight Operations Secretary. In case an FSOI is promulgated while the crew is out of base, is responsibility of the FOPH through the OCC to inform the outstation crews via FAX; written confirmation of the reception must be sent to Air Italy OCC by the outstation crew. 2.2.4 Review Regularly, and at intervals of not more than six months, the Flight Operation Post-Holder, will review all Flight Operation Communications to ensure that, where necessary, action has been taken to incorporate the contents as amendments to the appropriate manuals and to remove those communications which are no longer valid or which in his opinion may be removed as sufficiently promulgated. A list of communications still in force will then be issued and promulgated according to distribution list.
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Index 2.3 Accident Prevention & Flight Safety Programme .................................................. 1 2.3.1 Purposes .............................................................................................................. 1 2.3.2 Responsibility ....................................................................................................... 1 2.3.3 CRM and Human Factors ..................................................................................... 1 2.3.4 Accident Prevention Items .................................................................................... 2 2.3.5 Flight Safety Manager........................................................................................... 2 2.3.5.1 Responsibilities ............................................................................................... 2 2.3.5.2 Duties .............................................................................................................. 2 2.3.5.3 Access............................................................................................................. 2 2.3.5.4 Confidentiality.................................................................................................. 2 2.3.5.5 Enforcement Policy for the violation of flight operations policies and/or procedures ..................................................................................................... 3 2.3.6 The Flight Safety Board (FSB) and Accident Prevention Adviser Team (APAT) .. 3 2.3.6.1 Duties .............................................................................................................. 3 2.3.6.2 Support............................................................................................................ 4 2.3.6.3 System of Promulgation Safety Instructions and Information. ......................... 4 2.3.7 Flight Safety Procedure ........................................................................................ 5 2.3.7.1 Purpose and Scope......................................................................................... 5 2.3.7.2 References...................................................................................................... 5 2.3.7.3 Definitions ....................................................................................................... 5 2.3.7.4 Responsibilities ............................................................................................... 5 2.3.7.5 Procedure........................................................................................................ 5 2.3.7.5.1 Reportable Occurrence............................................................................. 5 2.3.7.5.2 Non Reportable Occurrence ..................................................................... 6 2.3.7.5.3 ASR Analysis ............................................................................................ 6 2.3.7.5.4 Occurrence Closure.................................................................................. 6 2.3.7.5.5 Records .................................................................................................... 7 2.3.7.6 Appendix ......................................................................................................... 7 2.3.7.7 Flight Data Monitoring Procedure.................................................................... 7 2.3.7.7.1 Definition and references .......................................................................... 7 2.3.7.7.2 Useful Terms, Definitions and Abbreviations ............................................ 7 2.3.7.7.5 Modifications........................................................................................... 10 2.3.7.7.6 Records .................................................................................................. 10 2.3.8 Appendix............................................................................................................. 10 2.3.8.1 Exceedence Detection Table ........................................................................ 10 2.3.8.2 Extended Operational Event Set ................................................................... 13 2.3.8.3 Confidentiality................................................................................................ 15 2.3.8.4 Contact with Pilots......................................................................................... 15 2.3.8.5 Security and safety office organization.......................................................... 16 2.3.8.6 Abbreviations ................................................................................................ 16 2.3.9 Voluntary Safety Report...................................................................................... 16 2.3.9.1 Voluntary Safety Report Confidentiality......................................................... 16 2.3.9.2 Events to be reported in a Voluntary Safety Report ...................................... 17 2.3.10 Line Oriented Safety Audit (LOSA) ................................................................... 17
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2.3 ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME 2.3.1 Purposes Air Italy has established an accident prevention and Flight Safety Programme, integrated with the Quality System, including: Training and publications to achieve and maintain risk awareness by all persons involved in operations; and An occurrence reporting scheme (Air Safety Report) to enable the collocation and asses of relevant incident and accident reports in order to identify adverse trends or to address deficiencies in the interest of flight safety. The scheme include the possibility that reports may be submitted anonymously (Confidential report); and Evaluation of relevant information relating to accidents and incidents and the promulgation of related information (but not the attribution of blame); and A Flight Data Monitoring programme, and The appointment of a person accountable for managing the programme (Flight Safety Manager - FSM) The purpose of the Flight Safety Organization (FSO) is to contribute to the prevention of any type of accidents and incidents. It consists of the Flight Safety Board (FSB) and the Flight Safety Manager (FSM). Air Italy strongly encourages the reporting of situations, events and practices that may compromise safety. Air Italy holds a No-penalty Policy: no punitive action will be taken toward those who voluntarily report dangerous situations occurred during service and that would have otherwise remained unknown. The objective is to collect useful information for accident prevention, according to ICAO Annex 13. The role of the Flight Safety Organization is to provide an independent advisory service to management by identifying and evaluating potential hazards to the Operator's operation and by ensuring that management is provided with sufficient information and advice on which to base its decisions with respect to the action required to eliminate these hazards in so far as this is possible. The Quality Manager shall monitor these corrective actions. 2.3.2 Responsibility The Flight Safety Organization has no executive authority. Flight safety and accident prevention is not the sole responsibility of flight crew. A flight safety programme can only be effective if management, cabin crew, ground crew, engineers and operations personnel are all aware of their accountability in this direction. It is the company’s responsibility to ensure that this fact is known. 2.3.3 CRM and Human Factors The number of accidents caused by technical failures of the aircraft or aircraft systems is declining. It follows that most aircraft accidents are now caused by human error and considerable emphasis must be placed on human factors in the flight safety training programme. The health precautions for crew detailed in chapter 6 of this manual include factors which influence crew well-being and it is vital that everyone within the company understands what these are so that their detrimental effects may be minimized. Sound procedures, proper use of comprehensive checklists, factual and clearly written manuals, thorough training, are all equally important in preparing the flight crew to deal with abnormal situations. Due emphasis is placed on CRM and standard operating procedures (SOPs) so that the crew may work together for the maximum benefit. Equally, the company management should not overlook the effect of morale on safety. They are 2.3 - ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME
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ultimately responsible for the quality of the product of the company. 2.3.4 Accident Prevention Items Accident prevention within the airline involves: a) the discovery of hazards from formal (ASR) and informal (Confidential) reports received from Operator personnel and from other operators and from the monitoring and analysis of Operator data and systems (FDM); b) the evaluation of hazards by means of an impartial review (FSM or deputy); c) the notification of these proposals to the responsible manager; d) the monitoring of the response; e) the measuring of the results; f) the issuing of promotional material in respect of safety and the dissemination of information to other aviation interests. 2.3.5 Flight Safety Manager 2.3.5.1 Responsibilities As described in the previous chapter, the Accountable Manager appoints one member of the flight crew to act as Flight Safety Manager (see chapter 1 for more information) in a part time capacity. In respect of safety matters, the Flight Safety Manager will report periodically to the Accountable Manager and he is free to make recommendations to any Post-Holder if he considers it necessary in the interests of flight safety. 2.3.5.2 Duties In addition to the information reported in chapter 1.3.3, the duties of the Flight Safety Manager are: A. to ensure that the flight safety procedure is followed by all concerned B. to monitor and report on all aspects of flight and ground safety as it relates to the operation of Operator’s aircraft; C. to monitor compliance with State rules and regulations; D. in conjunction with the concerned Post-Holder, to analyze if required, reports received from aircrew and to provide feed back as necessary to the crewmember involved; E. to carry out periodic checks of on board safety equipment, paying particular attention to expiry dates; F. to maintain a close liaison with the Flight Operation Post-Holder, advising him on all safety matters within the Operations Department which he considers require action or attention, or where he perceives that an opportunity to improve safety performance is offered; G. to act as secretary to the Air Safety Board; H. to prepare relevant safety material for circulation on the authority of the Flight Operation Post-Holder; I. to assist in the investigation of accidents and incidents within the Operator; to monitor safety trends within the Operator and within the aviation industry generally. 2.3.5.3 Access To permit the Flight Safety Manager to carry out his duties, he will have access to all areas of the Operator's operations and must be given full and visible support by all Management and supervisory personnel. 2.3.5.4 Confidentiality In the interests of the promotion of air safety, it is important that the confidentiality of reports and material made available to the Flight Safety Manager be respected. 2.3 - ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME
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Every effort will be made by all concerned to establish and promote confidence and trust in the Flight Safety Organization so that it is seen as existing for the promotion of safety and not for the allocation of blame or liability. 2.3.5.5 Enforcement Policy for the violati on of flight operations policies and/or procedures The Policy and the related Procedures regarding violations of flight operations policies which are applicable to flight operations personnel and are not restricted only to flight crews are reported in the Company “Enforcement Policy and Procedures for Operational Disciplinary Violations”. 2.3.6 The Flight Safety Board (FSB) and Accident Prevention Adviser Team (APAT) The permanent members of the Flight Safety Board are: A. the Accountable Manager; B. the Flight Operation Post-Holder C. the Maintenance Post-Holder; D. the Crew training Post-Holder; E. the Ground Operation Post-Holder; F. the Quality Assurance Manager; G. the Flight Safety Manager. The Accountable Manager will chair it. The Flight Safety Manager, whilst partaking fully in all discussions within the Board, will also act as its Secretary. The APAT is the focal point for all the accident prevention activities and the driving force for the systematic changes necessary to effect accident prevention across the entire Company. The APAT contributes to the operation of the Company’s Accident Prevention Programme and must interact with line flight crews, maintenance engineers, cabin crew, senior managers and department heads throughout the Company. The permanent members of the Accident Prevention Adviser Team are: A. The Flight Safety Manager (FSM); B. The Flight Operations Post Holder (FOPH); C. The Flight Crew Training Post Holder (FCTPH); D. The Ground Operations Post Holder (GOPH); E. The Quality Manager (QM); F. The Engineering Safety Officer (ESO); G. The Cabin Safety Officer (CSO); H. The Security Manager; I. The HSE Manager. The Flight Safety Manager will act as the APAT chairman and secretary 2.3.6.1 Duties The duties of the Flight Safety Board are: A. to consider the effect of Risk Management trends in relation to safety and to make recommendations as appropriate arising from this review; B. to review the “Safety Targets” identified within the Company APAT and determine if desired the “Achievement Level” of the “Safety Performance” in managing risks; C. to make recommendations arising from accidents and incidents within the Operator itself; D. to draw attention to any practices or procedures which might prejudice safety and to 2.3 - ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME
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recommend alternative practices and procedures as appropriate; to recommend aircraft modifications as necessary arising from the above considerations; to undertake such studies of other problems which the chairman judges to be within its terms of reference and to make recommendations arising from these studies where appropriate; to carry out such other tasks as may be assigned to it from time to time. The FSB will meet every six months, or when exceptionally deemed necessary by the Accountable Manager and/or by the Flight Safety Manager.
The APAT will contribute for: A. Maintaining the air safety occurrence reporting database; B. Monitoring flight safety trends; C. Identifying “Safety Targets” as a method for measuring operational performance within “Safety”; D. Comparing actual “Safety Performance” against the mentioned “Safety Targets” to determine if desired outcomes of “Safety Management” are being achieved; E. Liaising with the heads of all departments company-wide on safety matters; F. Disseminating safety-related information company-wide; G. Maintaining familiarity with all aspects of the Company’s activities and its personnel; H. Maintaining liaison with manufacturers’ customer flight safety departments and other flight safety organizations worldwide; I. Enhancing on the Company’s safety promotion, training and education. The APAT will meet regularly every 2/3 months. 2.3.6.2 Support It must be recognized that management support is essential for the proper functioning of the Accident Prevention Organization. This support must be continuous and genuine and all members of the Air Safety Committee must regard its meetings as one of the most important commitments in their diaries. 2.3.6.3 System of Promulgation Safety Instructions and Information. The FSM will issue Flight safety bulletins in coordination with the concerned Post Holders in this manner: Flight Safety Alert Bulletin: Occasionally, when urgent information regarding safety within the Airline affecting immediate changes on SOP’s or practices awaiting the permanent change in the appropriate manual. Flight Safety Bulletin: Occasionally, when information regarding safety within the Airline is necessary to highlight safety procedures. A thorough analysis is carried out based on documents and annexes. Flight Safety Information: Regularly every 3 month, when useful information is collected or received on a nice to now basis. Safety N ewsletter: Occasionally, when information regarding safety within the Airline is necessary. An analysis is carried out based on documents and annexes. Safety F lash: Occasionally, when information regarding safety within the Airline is necessary. Priority is given to urgency. Distribution: All above items will be distributed as reported in Ch 2.2.
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2.3.7 Flight Safety Procedure 2.3.7.1 Purpose and Scope This procedure covers the process that is followed to ensure that air safety Reports are correctly actioned. 2.3.7.2 References EU OPS 1 1.420 and Air Italy GBOM chapter 11 EU 145.60 and MME Sect 2.18 and 3.8 EASA AMC 20, DIR 2003/42 2.3.7.3 Definitions Flight Safety Manger Refer to para 1.3.3 of this Manual Quality Manager Refer to para 1.3.5 of this Manual Air Safety Report Refer to Chapter 11 of this Manual Events Requiring Air Safety Reports Refer to Chapter 11 of this Manual ENAC Ente Nazionale Aviazione Civile (Italian Civil Aviation) SOV MOR Refer to Chapter 11 of this Manual Flight Operations Post Holder Refer to para 1.3.8 of this Manual 2.3.7.4 Responsibilities The Flight Safety Manager (FSM) is responsible for ensuring that all concerned personnel follow this procedure. The Quality Manager (QM) is responsible to monitor that actions to be taken are completed and effective 2.3.7.5 Procedure Each Air Safety Report (ASR) is handed over at the end of the return flight or sent by fax to the Operations Control Centre (OCC) by the responsible Commander within 12 hours. The Operation Controller on duty immediately on receipt of the ASR forward it to the flight Safety Department addressed to the FSM and his deputy / Quality Manager and Deputy. The FSM or his deputy assign to it a progressive number and assess whether it is reportable under Mandatory Occurrence Report (MOR) scheme described in the current regulations. 2.3.7.5.1 Reportable Occurrence If the decision is YES from above described assessment, then: The FSM or Deputy completes as far as possible the ASR by adding any comments deemed necessary and identifying in a ASR Evaluation Form any possible action undertaken. A MOR is completed and sent off to ENAC within 72 hours of the occurrence. An individual file is opened. This is allocated a reference number, which is also entered on a separate index, which contains the Reference number, title, aircraft type and registration. A copy of the ASR and the MOR is placed in the File together with the ASR form. 2.3 - ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME
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Copies of the ASR or Occurrence Reports are circulated to: Quality Manager Flight Operations Post Holder (If Operational related) CPH (If Technical related) Head of TRTO (as applicable) Crew Training Post Holder (as applicable) Department Managers (as applicable) The investigation into the occurrence is started. The file is retained by the FSM for follow up action. The QM is responsible; to follow up that the file is actioned.
2.3.7.5.2 Non Reportable Occurrence If the decision is NO from the assessment described in 2.3.7.5, then: The same internal procedure is followed as in 2.3.7.5.1 above. 2.3.7.5.3 ASR Analysis Each ASR submitted by Air Italy pilots must be evaluated by FSM trough the ASR evaluation form (see enclosed); detailed instructions are reported attached to the form. The FSM or his delegate personnel must compile the form indicating the class and the entity of the risk (low-mid-high); this form constitutes the cover for the file concerning the occurrence and the consequent corrective action in order to avoid its repetition. The form is finally signed by the FSM whom is the only one allowed to undertake the actions decided. The FSM gathers all the relevant information from all the available sources. He completes the ASR by adding any comments deemed necessary. Results of the evaluation shall be inserted in a computerized database, in order to permit an analysis of trends, which is presented periodically to the management of the company. There is a possibility that, during the periodical flight data monitoring, the FSM identifies some events not reported: in this case the FSM must investigate about the conditions concerning the occurrence, and, in agreement with the FOPH shall undertake any subsequent action aimed to increase the awareness of flight crew about the importance of reporting such events and the possible consequences of such lack of information (Publications, Info, Training, etc.) For the sake of uniformity, each ASR evaluation Form raised as a consequence of Flight Data Monitoring analysis on a sampling basis, an unidentified ASR shall be completed with known data by the FSM. 2.3.7.5.4 Occurrence Closure In the event that the FSM believes that incident has not been satisfactory addressed, or is having difficulty obtaining responses to the incident, the matter shall immediately be refered to the FOPH. The FOPH decides whether or not further investigation is necessary. If the decision is YES then the occurrence is investigated further; If the decision is NO, then the file is closed Should the matter still remain unresolved, the FSM will bring the matter to the attention of the Accountable Manager whose responsibility it is to ensure that all request to safety are adhered to. When satisfied that the incident has been satisfactorily resolved, the FSM will close the file and pass a copy of the closure to the FOPH and to the QM. This copy must be signed and returned to the FSM. 2.3 - ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME
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When the file is closed the FSM will contact the person who raised the form, to ensure that they are satisfied with the result of the investigations or the actions carried out. Should the reporter not be satisfied, he or she makes this fact known to the FOPH. If following consultation with the FOPH, the reporter is still not satisfied, then, the matter must be referred to the Accountable Manager. The QM will monitor the effectiveness of changes resulting from proposals for corrective actions identified by the Safety Programme. 2.3.7.5.5 Records All the documentation in the file must be kept for a minimum period of 2 years. 2.3.7.6 Appendix ASR Distribution and notification to the Authority Process FSM QM FOPH See appendix related to this chapter at the end of this GBOM for further. 2.3.7.7 Flight Data Monitoring Procedure All Air Italy Aircraft are equipped with a Flight Data Monitoring System and Cockpit Voice Recorder System. 2.3.7.7.1 Definition and references Flight Data Monitoring (FDM) is the systematic, pro-active and non-punitive use of digital flight data from routine operations to improve aviation safety as required by EU 1.037. The ICAO Accident Prevention Manual (Doc 9422), outlines good practice and indicates what may constitute an operator’s FDM programme system. Air Italy adopts the CAP 739 and OPV-21 as reference for its Flight data monitoring 2.3.7.7.2 Useful Terms, Definitions and Abbreviations See Appendix to this Chapter 2.3.7.7.3 Responsibilities The FSM is responsible for ensuring that all who are concerned follows this procedure and for monitoring trends that result from FDM. The QM is responsible that actions taken are completed and effective. The Technical Engineering Department is responsible to provide the server with the data resulting from FDAU, DFDR, QAR as applicable. 2.3.7.7.4 Procedure The Flight Safety Department will collect all digital data from FDAU, DFDR, QAR or FDAMS as applicable and save them on the server. The policy of the company is to download all data and store them as required by this procedure and analyzing only cases deemed relevant by the FSM. The FSM or his deputy will analyze all data coming from FDAU, DFDR, QAR or FDAMS as applicable in accordance with ACARS exceedance reports, ASR or Confidential Reports. The Flight Data Monitoring software provided by Aerobytes Ltd based in the United Kingdom provides relevant data from the fleet of the B767, 757 or 737 via, respectively, optical disc, compact flash memory or PC card and it is them transferred to the server as stated in the paragraph above. This system shows events for flights categorized as: 1. Minor 2. Major 3. Critical 2.3 - ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME
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The trigger from ACARS are divided in four categories and will be used when required: 1. A relevant issue for safety 2. A certified excess of the limits and soft issue 3. A minor issue 4. Excess of standard flight envelope parameters. For all above categories a data sheet and a graph will be completed for the examination trends. Relevant major and critical cases shall be investigated, applying the criteria contained in the Flight Safety Procedure; and in accordance with the following table that shows the parameter correlation, at each relevant deviation must correspond a proper action, like: information to flight personnel, modification of procedures or check list, introduction of concerned item in the next Recurrent Training session.
(1) Time (2) Altitude (3) Airspeed (5) Heading (4) Vertical Acceleration (7) Pitch Attitude (8) Roll Attitude (6) Press to Transmit for each transceiver (9) Thrust of each engine (11) Longitudinal Acceleration (18) Pitch Control Position (19) Roll Control Position (20) Yaw Control Position
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Angle of Attack
Air Ground Sensing
Thrust reverse position
Leading Edge Flaps Slats
Trailing Edge Flaps
Pitch Trim Surface Position
Lateral Acceleration
Yaw Control surface position
Lateral Control surface position
Pitch Control surface position
Yaw Control Position
Lateral Control Position
Pitch Control position
Longitudinal Acceleration
Engine Thrust
Manual Mic Keying
Roll Attitude
Pitch Attitude
Vertical acceleration
Heading
Airspeed
Altitude
Time
The following Table Illustrates Parameter Correlations
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GENER BASIC 2 – OPERATIONAL CONTROL & SUPERVISION
Part Chapt. Page Rev. 6
A 2.3 9 30 May 10
(18) Pitch Control Surface Position (19) Roll Control Surface Position (20) Yaw Control Surface Position (16) Lateral Acceleration (17) Pitch trim (10) Trailing edge Flaps (14) Leading edge Devices stowed/deployed (13) Thrust Reverser stowed/deployed (each engine) (12) Undercarriage squat or tilt switch (15) Angle of Attack There is the possibility that during the periodical Flight Data Monitoring, the FSM identifies some events not reported as ASR. In this case the FSM must investigate about the conditions concerning the occurrence and undertake any subsequent action aimed at increasing the awareness of flight crew about the importance of reporting such events and the possible consequences of such lack of information (Publications, Info, Training, etc.) The relevant trigger will be analyzed in depth with the data from FDAU, DFDR, QAR as applicable, and if necessary the FSM will issue an ASR. The FSM will report the results of this monitoring to FOPH, FCTPH, QM to take the necessary action. The report is issued every three months, before the 15th day of the next month, containing the following: Trend of the last 3 months Yearly trend comparison High light of major fault found and investigation results with reference to needs of immediate action. Together with the mentioned Trends, a “Safety Target Number”, similarly to a goal or objective, will be identified in order to compare the actual performance against the target rate. This is a very effective method for measuring operational performance to determine if desired outcomes are being achieved and to focus attention on the “Safety Performance” in managing risks. The above mentioned “Safety Target Numbers” will be defined within the Company Accident Prevention Adviser Team = APAT (see paragraph 2.3.6) and the comparison between actual performance and target rate will be analysed both within the APAT and the FSB (see paragraph 2.3.6.1). 2.3 - ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME
OPERATIONS MANUAL
air italy
GENER BASIC 2 – OPERATIONAL CONTROL & SUPERVISION
Part Chapt. Page Rev. 6
A 2.3 10 30 May 10
For the sake of uniformity, in consequence of FDM analysis an unidentified ASR will be completed with known data by the FSM. 2.3.7.7.5 Modifications Any modification to the parameters required on the FDM listed on the appendix to this chapter are done by the FSM as administrator of the system in accordance with his or her deputy and the flight safety committee or by input of the Accountable Manager or Flight Operations Post Holder. The trigger data on the ACARS (as applicable) requires a written request by the FSM. The FSM forwards the request for modification to the Engineering Department keeping a copy in the FS department files. Engineering will respond to the FSM with the action taken and the due completion date sending a copy to the FSM and to the QM. FSM will update the files with the response from Engineering Department. The request form is to be found in the appendix to this chapter. 2.3.7.7.6 Records All the documentation should be kept for a period of two (2) years. All records concerning the data from FDM are stored in the company server and a yearly backup copy is stored c/o FSM office on CD for further consulting. 2.3.8 Appendix 2.3.8.1 Exceedence Detection Table Set of minimum core events that cover the main areas of standard interest. Event Group
Description
Flight Manual Speed Limits Vmo exceedence Mmo exceedence Flap placard speed exceedence Gear down speed exceedence Gear up/down selected speed exceedence Flight Manual Altitude Limits Exceedence of flap/slat altitude Exceedence of maximum operating altitude High Approach Speeds
Approach speed high within 90 sec of touchdown Approach speed high below 500 ft AAL Approach speed high below 50 ft AGL
Low Approach Speed High Climb-out Speeds
Approach speed low within 2 minutes of touchdown Climb out speed high below 400 ft AAL Climb out speed high 400 ft AAL to 1000 ft AAL
Low Climb-out Speeds
Climb out speed low 35 ft AGL to 400 ft AAL Climb out speed low 400 ft AAL to 1500 ft AAL
Take-off Pitch Unstick Speeds
Pitch rate high on take-off Unstick speed high
2.3 - ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME
OPERATIONS MANUAL
air italy
GENER BASIC 2 – OPERATIONAL CONTROL & SUPERVISION
Part Chapt. Page Rev. 6
A 2.3 11 30 May 10
Unstick speed low Pitch
Pitch attitude high during take-off Abnormal pitch landing (high) Abnormal pitch landing (low)
Bank Angles
Excessive bank below 100 ft AGL Excessive bank 100 ft AGL to 500 ft AAL Excessive bank above 500 ft AGL Excessive bank near ground (below 20 ft AGL)
Height Loss in Climb-out
Initial climb height loss 20 ft AGL to 400 ft AAL Initial climb height loss 400 ft to 1500 ft AAL
Slow Climb-out
Excessive time to 1000 ft AAL after take-off
High Rate of Descent
High rate of descent below 2000 ft AGL
Normal Acceleration
High normal acceleration on ground High normal acceleration in flight flaps up/down High normal acceleration at landing
High go-around
Go-around above 1000 ft AAL
RTO
High Speed Rejected take-off
Configuration
Abnormal configuration; speed brake with flap
Low Approach
Low on approach
Configuration
Speedbrake on approach below 800 ft AAL Speedbrake not armed below 800 ft AAL (any flap) Ground Proximity Warning GPWS operation - hard warning GPWS operation - soft warning GPWS operation - false warning GPWS operation - windshear warning Margin to Stall
Reduced lift margin except near ground Reduced lift margin at take-off Stickshake False stickshake
Configuration
Early configuration change after take-off (flap)
Landing Flap
Late land flap (not in position below 500 ft AAL) Reduced flap landing
2.3 - ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME
OPERATIONS MANUAL
air italy
GENER BASIC 2 – OPERATIONAL CONTROL & SUPERVISION
Part Chapt. Page Rev. 6
A 2.3 12 30 May 10
Flap load relief system operation Glideslope
Deviation under glideslope Deviation above glideslope (below 600 ft AGL)
Buffet Margin Approach Power
Low buffet margin (above 20,000 ft) Low power on approach Excessive bank 100 ft AGL to 500 ft AAL Excessive bank above 500 ft AGL
Event Group
Description Excessive bank near ground (below 20 ft AGL)
Height Loss in Climb-out
Initial climb height loss 20 ft AGL to 400 ft AAL Initial climb height loss 400 ft to 1500 ft AAL
Slow Climb-out
Excessive time to 1000 ft AAL after take-off
High Rate of Descent
High rate of descent below 2000 ft AGL
Normal Acceleration
High normal acceleration on ground High normal acceleration in flight flaps up/down High normal acceleration at landing Normal acceleration; hard bounced landing
Low go-around
Go-around below 1000 ft AAL
High go-around
Go-around above 1000 ft AAL
RTO
High Speed Rejected take-off
Configuration
Abnormal configuration; speed brake with flap
Low Approach
Low on approach
Configuration
Speedbrake on approach below 800 ft AAL Speedbrake not armed below 800 ft AAL (any flap)
Ground Proximity Warning GPWS operation - hard warning GPWS operation - soft warning GPWS operation - false warning GPWS operation - windshear warning Margin to Stall
Reduced lift margin except near ground Reduced lift margin at take-off Stickshake False stickshake
Configuration
Early configuration change after take-off (flap)
2.3 - ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME
OPERATIONS MANUAL
air italy Landing Flap
GENER BASIC 2 – OPERATIONAL CONTROL & SUPERVISION
Part Chapt. Page Rev. 6
A 2.3 13 30 May 10
Late land flap (not in position below 500 ft AAL) Reduced flap landing Flap load relief system operation
Glideslope
Deviation under glideslope Deviation above glideslope (below 600 ft AGL)
Buffet Margin Approach Power
Low buffet margin (above 20,000 ft) Low power on approach
2.3.8.2 Extended Operational Event Set In addition to the basic events detailed above, These events can be eventually, at certain periods, used to detect other situations that may be of interest of the company. Subject Area
General
Description Arrival and Departure time, airfield and runway *note the identification of date is normally limited to month to restrict identification Temperature, pressure altitude, weight, takeoff/landing configuration Estimated wind speed - headwind and crosswind components Aircraft Routing - reporting points and airways Cruise levels Elapsed times - taxi-out, holding, climb, cruise, descent and approach, taxi in.
Powerplant
Structures
Start up EGT etc. Max power during take-off Cruise performance measure Reverse thrust usage, time, max-min speeds, thrust setting Flap/slat configuration vs time usage Flap/slat configuration vs max normal acceleration Flap/slat configuration vs normal acceleration max/min counter Flap/slat - Asymmetric deployment Airbrake extension - time, max and min speeds Gear extension/retraction cycle times Aircraft weight at all loading event times
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GENER BASIC 2 – OPERATIONAL CONTROL & SUPERVISION
Part Chapt. Page Rev. 6
A 2.3 14 30 May 10
Landing assessment - pitch and roll angles and rates (plus other parameters) Normal acceleration at touchdown Normal acceleration - Airborne - Count of g crossings Normal acceleration - Ground - Count of g crossings Flight Operations
Take-off and landing weight Thrust setting at take-off Rotation speed Lift-off speed and attitude Climbout speeds Climb height profile Noise abatement power reduction - height, time etc. Flap speeds - selection, max, min Gear speeds - selection, max, min Top of Descent point - time to landing Holding time Autopilot mode usage vs altitude Approach flap selection - time, speed, height Glideslope capture point - time, speed, height Localiser capture point - time, speed, height Maximum control deflection - airborne Maximum control deflection - ground Maximum control deflection - take-off or landing roll Landing speeds, attitudes and rates Turbulence indication - climb, cruise, descent and approach
FDR Data Quality
Periods of bad/poor data Percentage of airborne data not analysed Take-off or landing not analysed
Fuel Usage
Bad/non-existent FD R pa ra meters Take-off fuel and Landing fuel Taxi-out fuel burn Taxi-in fuel burn Total fuel burn
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OPERATIONS MANUAL
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GENER BASIC 2 – OPERATIONAL CONTROL & SUPERVISION
Part Chapt. Page Rev. 6
A 2.3 15 30 May 10
Reserve fuel Specific fuel burn Cruise fuel burn measurement 2.3.8.3 Confidentiality The company will not identify flight crew involved in FDM events, except as in 1, 2 and 3 below. Exceptions: 1. If the event is reported to the company in an Air Safety Report. (In which case the FS department will not investigate the event, provided the ASR relates directly to the FDM event.) 2. In the case of repeated events by the same pilot in which FOPH, FCTPH and FSM feel extra training would be appropriate. Air Italy Representative will invite the pilot to undertake such extra training as may be deemed necessary after consultation with the Fleet manager concerned, the training arranged. 3. In other cases of repeated events by the same pilot, or a single pilot-induced event of such severity that the aircraft was seriously hazarded, or another flight would be if the pilot repeated the event. 4. In the case that an FDR trace may give an incomplete picture of what happened, and that it may not be able to explain “why” it happened. Air Italy representative may be asked to contact the pilot(s) involved to elicit further information as to “how” and “why” an event occurred. Air Italy recognizes that, in the interests of flight safety, it cannot condone unreasonable, negligent or dangerous pilot behaviour and, at the operator’s request, will normally consider withdrawing the protection of anonymity to ensure remedial action takes place. 2.3.8.4 Contact with Pilots It is accepted that an FDR trace may give an incomplete picture of what happened, and that it may not be able to explain "why" it happened. Air Italy Representatives may be asked to contact the pilot(s) involved to elicit further information as to "how" and "why" an event occurred. Air Italy Representatives may also be asked to contact a pilot to issue a reminder of Fleet or Company policy and/or procedures. In this case the relevant. Air Italy Representative will identify and contact the staff concerned. In the case of a single event, or series of events, that is judged sufficiently serious to warrant more than a telephone call, but not sufficiently serious to make an immediate application for the withdrawal of anonymity under paragraph 1 to 3 above, then the Air Italy Representatives will be asked to present the operator’s Management view to the crew member(s) concerned, in accordance with the procedure described herein. Contact will initially be with the Captain of the flight, but where Human Factors are thought to be involved it may also be necessary to contact the co-pilot or other flight-deck crewmembers. It is recognized that the value of the " Air Italy Rep’ call" could be demeaned by over-use. Therefore the number of calls, and the value of each, will be monitored by the FSM, FOPH and the FCTPH. If a pilot fails to co-operate with the Air Italy Representative with regard to the provisions of this regulation then the management will assume responsibility for contact with that pilot, and any subsequent action 2.3 - ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME
OPERATIONS MANUAL
air italy
GENER BASIC 2 – OPERATIONAL CONTROL & SUPERVISION
Part Chapt. Page Rev. 6
A 2.3 16 30 May 10
Any time a de-identified contact is made with the pilots, it will be done in accordance with the current agreement with the Pilots Representative Person indicated by ASDAI. 2.3.8.5 Security and safety office organization The office is located in the Air Italy headquarter located in Gallarate (VA). Access to the office is limited to the Manager and the assistant. Urgent communication like Air Safety Report must be faxed to the +39/0331/211380 on service H24 2.3.8.6 Abbreviations AAL: Above Airfield Level AGL: Above Ground Level ACARS: Aircraft Communication Addressing Reporting System DFDR: Digital Flight Data Recorder - normally the crash recorder EGT: Exhaust Gas Temperature FDR: Flight Data Recorder - normally the crash recorder FSO: Flight Safety Officer - investigates incident reports and promotes safety FDAMS: Flight Data Acquisition Management System EU-145: Joint Aviation Requirements - European airworthiness/engineering codes EU-OPS: Joint Aviation Requirements - Flight operations codes MEL: Minimum Equipment List MOR: Mandatory Occurrence Reporting OQAR: Optical Quick Access Recorder QAR: Quick Access Recorder - secondary recorder with a removable recording medium - traditionally tape, now moving towards Optical Disk or solid state SFB: Specific Fuel Burn SID: Standard Instrument Departure SIDD: Safety Investigation & Data Department - UK CAA Department responsible for Mandatory Occurrence reporting System SOP: Standard Operating Procedure SSDFDR: Solid State Digital Flight Data Recorder TCAS: Traffic Alert and Collision Avoidance System UFDR: Universal Flight Data Recorder - Sundstrand/Allied Signal crash recorder 2.3.9 Voluntary Safety Report Since the aim of every accident prevention program is the identification of its precursors, a valid “Incidents/Safety Event Reporting System” is one of the most effective tools for proactive hazard identification. The Voluntary Safety Report is intended as an essential element of the Company NON PUNITIVE “Incidents/Safety Events Reporting System” and is based on confidentiality. There is an unique Voluntary Safety Report Form which is valid for pilots, Cabin Attendants, Maintenance and Ground Personnel. 2.3.9.1 Voluntary Safety Report Confidentiality Every person reporting a Safety event on the Voluntary Safety Report Form has the option of:
Remaining anonymous;
Writing his name;
Reporting his code.
2.3 - ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME
OPERATIONS MANUAL
air italy
GENER BASIC 2 – OPERATIONAL CONTROL & SUPERVISION
Part Chapt. Page Rev. 6
A 2.3 17 30 May 10
To protect at the maximum level the identity of a reporter, obtaining, at the same time, the capability of better understanding any event, the Safety Department has created a personal 4-letter code for every Company employee. 2.3.9.2 Events to be reported in a Voluntary Safety Report Any Safety-related incidents or events involving: Company Personnel; Other Company staff or service providers; Company organization or associated organizations (such as contractors). Safety-related incidents or events may include: Errors; Shortcomings in individual performance; Health or Safety matters affecting operational procedures; Regulatory anomalies or deviations; Any other unsafe aspects. 2.3.10 Line Oriented Safety Audit (LOSA) LOSA is a data collecting effort that searches for operational weaknesses before the occurrence of a major incident or accident, highlighting, at the same time, systematic strengths. Both aspects of a LOSA, give more confidence in selecting safety improvements. The characteristics of a LOSA are: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
Jumpseat observation during normal flights; Voluntary crew participation; De-identified, confidential and safety-minded data collection; Joint management/pilot project support; Targeted observation instrument (LOSA observation Form); Trusted, trained and calibrated observers; Trusted data collection site; Data cleaning roundtables; Data-driven targets for enhancement; Feedback of results to line pilots.
Air Italy firmly believes in a pro-active approach to Safety and will conduct Line Oriented Safety Audits when necessary to achieve the best level of operating Safety. Further information regarding the LOSA programme are available in Secondary procedure kept in Safety & Security Office.
2.3 - ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME
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GENER BASIC 2 – OPERATIONAL CONTROL & SUPERVISION
Part Chapt. Page Rev. 6
A 2.3 18 30 May 10
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GENERAL BASIC 2 – OPERATIONAL CONTROL & SUPERVISION
Part Sect. Page Rev. 5
A 2.4 i 15 Apr 10
Index 2.4 Operational Control..................................................................................................... 1 2.4.1 Definition ............................................................................................................... 1 2.4.2 Designated Manager............................................................................................. 1 2.4.3 The Commander ................................................................................................... 1 2.4.4 Company messages ............................................................................................ 1 2.4.4.1 General ........................................................................................................... 1 2.4.4.2 VHF Company Frequency .............................................................................. 2 2.4.4.3 Flight Crew Procedures .................................................................................. 2 2.4.4.4 HF Communication ......................................................................................... 4 2.4.4.5 In-flight Medical Assistance ............................................................................ 4 2.4.4.6 ACARS............................................................................................................ 4 2.4.4.7 Radio Communications for In-flight Re-planning ............................................ 4
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Part Sect. Page Rev. 5
A 2.4 1 15 Apr 10
2.4 OPERATIONAL CONTROL 2.4.1 Definition Operational control is defined as the exercise of authority over the initiation, continuation, diversion or termination of a flight in the interests of the safety of the aircraft and the regularity and efficiency of the flight. 2.4.2 Designated Manager The Flight Operation Post-Holder is the manager designated by Air Italy as having responsibility for operational control. As such, he exercises full authority over all aspects of Air Italy's operations and exercises this authority through the Operations Department, entrusting individual managers with responsibilities within their particular areas of activity. 2.4.3 The Commander It is through this structure of management that a captain is designated as Commander of a particular flight and the responsibility for operational control of that flight thus delegated to him during the period he is in command. It is also through this structure of management that a Commander is held responsible for the exercise of his authority which in terms of safety is the same within the Operator as under the general law. In the discharge of his responsibilities, he must comply with all regulations and instructions that relate to his duties, departing from them only when such action is necessary to avert danger. Any such departure must be followed as soon as possible by notification in writing to the Flight Operation Post-Holder giving the reasons for the action taken. The Commander is also given authority over those who are subordinate to him to ensure that they perform their duties to the standard required by Air Italy and in accordance with its instructions and procedures. 2.4.4 Company messages 2.4.4.1 General The following categories of messages are permitted according to ICAO regulations: Flight Safety Messages(i.e.: routine movement and control messages; those originated by an airline or aircraft, of immediate concern to an aircraft in flight e.g. diversion, urgent information of any type; met advice of immediate concern; other messages concerning aircraft in flight or about to depart) Flight Regulatory Messages (i.e.: those regarding the operation or maintenance of facilities essential for the safety or regularity of operation; messages concerning servicing of aircraft; instructions to stations concerning changes in requirements for passengers and crew caused by deviations from schedule; messages concerning non scheduled landings, aircraft parts and materials urgently required and changes in operating schedules) Note: individual requirements of passengers and Crew are not admissible unless extremely urgent. Most stations served by Air Italy have a communications frequency for handling use; frequencies are available on the “Airport Details” in the flight envelope. Company frequency is to be used whenever available to update Operations Control on aircraft movements and serviceability. 2.4 - OPERATIONAL CONTROL
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GENERAL BASIC 2 – OPERATIONAL CONTROL & SUPERVISION
Part Sect. Page Rev. 5
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Early warning is a big factor in helping the Engineers to remedy defects without delaying services and considerable reliance is placed on close liaison between Commanders and Line maintenance leaders. Met information may be obtained from Company stations to supplement broadcast information. Company frequencies are monitored by national state authorities and reported to International Frequency Registration Board to determine any infringement of the regulations, listed above, which could result in action against the airline. In addition, monitoring by outside sources e.g. Press Agencies, other airlines, may be made and whilst this should not inhibit the proper use of the frequency, this must be borne in mind when unusual occurrences are reported. Flight Crew are encouraged to use Company VHF frequencies in accordance with the guidelines given below to ensure efficient turn around of aircraft. On diversion the appropriate company frequency should be called requesting advice on the preferred alternate. In the event of a mass diversion Operations Control monitors the capacity and handling capability of all listed alternates and are thus ideally placed to assess the total situation. Commanders are requested to accept the advice they are given unless there are sound operational reasons to do otherwise. 2.4.4.2 VHF Company Frequency Air Italy Company frequency is: 131.535 Mhz The ground station Call Sign is “Air Italy Operativo” and is located at Gallarate. The approximate range of coverage is 170Nm to the south and 100 Nm to the north. Station is active 24 hours a day. 2.4.4.3 Flight Crew Procedures The following calls will be made at the Commander discretion at a time permitted by the flight deck workload. When in flight at less than 10,000ft above aerodrome level, only operationally necessary calls should be made. This does not, however, restrict the ability of Commander to use the company frequency at any time if they feel that Air Italy’s operational performance or customer service may be improved. Specific procedures may require the monitoring of Company frequencies prior to departure. On the ground, before departure As soon as Flight Crew board the aircraft, they shall establish contact in VHF with Company (if feasible) or handling Agent (if available). Maintaining listen watch, using the speaker on, if practicable, during pre-departure preparation or after the arrival. On departure (from any station) As soon as practicable and normally above 10.000 ft the PM will contact on VHF Operations Control Center (if feasible) or the Handling Agent (if available), passing the following information: • Aircraft registration; • Block-off time; • Take off time; • Estimated arrival time (ETA) and fuel to destination; • Number of passengers; • Normal operation or any other information and status of aircraft.
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GENERAL BASIC 2 – OPERATIONAL CONTROL & SUPERVISION
Part Sect. Page Rev. 5
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Outside home-base Normally a departure message via HF radio to Operations Control Center (OCC) from any of Air Italy regular destinations is not necessary. Operating spot flights or sub-charters, it may be necessary to send a message to OCC. Delay As soon as possible after a flight has been delayed, for any reason, whatsoever, the Commander of an aircraft is responsible for advising the Company Operations Department. Short delays, i.e., delays of up to one hour, can be notified by the point-to point Aeronautical Fixed Service for signals. Potentially long delays or delays possibly affecting subsequent flights, are to be treated in a different manner. These delays would normally fall into three categories: • Weather delays or diversions, • Traffic/Commercial delays, e.g., failure of a load to arrive at the airport; • Mechanical defects; In all three cases, if the matter is to be dealt with as efficiently as possible, contact must be established and maintained with OCC at the earliest opportunity. To do this the Captain should follow the following procedure:• Use SSB Phone Patch Facility (if HF fitted, see below); • Book a telephone call to Operations; • If telex is available, use this. In the event of delays due to weather diversion or Traffic/Commercial reasons, the following information will be required by the Company: • Reasons for delay or diversion; • Revised expected time of departure; • Revised schedule, if a long range flight; • Contact telephone number and address of hotel, if night stopping; • Commander’s proposals, recommendations or suggestions. For mechanical delays, the maximum information should be passed and the signal should be sent in the following standard format: • flight number and the aircraft registration; • place where AOG (Aircraft on ground); • estimated duration of delay in hours; • reason for delay; • Technical details of unserviceability; • details of local action taken; • details of component or materials required; • is engineering assistance required from base? • what trades or specialists are required? • names of hotels where passengers have been accommodated; • captain’s contact, i.e., telephone number, telex number or address; • commander’s proposals, recommendation or suggestions; • any other relevant information. Occurrence Any in-flight occurrence that reduces the technical/operational capability of an aircraft shall be communicated to OCC using also HF frequencies as described in this sub-section if outside VHF capability or satellite telephone 2.4 - OPERATIONAL CONTROL
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On arrival (at any station) Time permitting, usually above 10,000 ft, call Operations or Handling agent on VHF frequencies passing the following information: • aircraft registration; • ETA; • serviceability of aircraft; • special requests; • catering and fuel uplift If applicable, obtain stand number. Once on the ground, if not automatically reported via ACARS, the arrival and Block-on time shall be reported to the OCC, using the aircraft mobile phone. 2.4.4.4 HF Communication On Ground and in-flight, HF communications may be established and phone patch or departure message send to OCC using the following providers: Stockholm radio For updated frequencies and radio preparation graphs see AERAD Supplements. Should be tried first and an agreement has been signed. Houston radio In America or Western Atlantic Houston Radio may be reached more easily than STO especially on ground. To phone patch the emergency OPS MXP telephone number need to be passed (T.B.A.), minimum charge 15 minutes. For frequencies and area of coverage see AERAD supplement. New York radio ARINC Normally N.Y. Radio ARINC shall be used without limitation by Air Italy crew for WX reports and forecast for ETOPS alternates and destination. For Company message shall be used only for very important matters and when other frequencies are not available. For frequencies and area of coverage see AERAD supplement. Boyeros radio Located in Cuba to be used only for weather and information. Phone patch and Selcal is not available. For frequencies and area of coverage see AERAD supplement. Note 1: When practicable at least one HF radio shall be selected on appropriate frequencies and Selcal watch maintained. Frequent check in-flight and on ground of availability of frequencies shall be done to select the appropriate frequency. Pre-departure ETOPS HF check shall be preferably done using the above frequencies. OM Part C (Route Manual) contains all information regarding the HF frequencies and use. Note 2: To ensure the forwarding of essential and safety information for long haul flights, an HF frequency and Selcal with a reliable station (Stockholm Radio) may be selected. 2.4.4.5 In-flight Medical Assistance See O.M., Part A, Ch 6 2.4.4.6 ACARS ACARS, if installed, is usable in order to send text messages to Operations Control Centre in Gallarate, and to retrieve WX information. The area of coverage depends on the system 2.4 - OPERATIONAL CONTROL
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Part Sect. Page Rev. 6
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installed on board. Outside areas of coverage other means of communication, such as Stockholm radio, can be used. 2.4.4.7 Radio Communications for In-flight Re-planning In case of in flight re-planning on aircraft Commander’s request, the following procedure is to be followed: Request: The request for in-flight re-dispatch shall be forward by phone patch, ACARS or SATCOM to OCC. The data for re-planning shall be transmitted in the following sequence: Decision Point (DP) and estimated time of replanning; ZFW and remaining fuel at DP; Routing to new destination; FL at the DP and further FLs required; Cruise speed. Note: A replanning may also be required if the routing remains as already planned and a significant change in FL is expected. A read back of the replanning is recommended. Reply A new plan calculation must be done and the data transmitted in the following sequence. Total fuel quantity required including: trip fuel from DP to destination; contingency as above; alternate fuel (if required); final reserve fuel; remaining fuel at any significant reporting point; alternate fuel (if required) and alternate airport selected; the point where the redispatch starts, and routing to destination if that has changed; initial FL and step climb; cruise speed used; total distance from DP to destination, average wind, flight time to destination, total flight time. In case the OCC is the proposing the replanning (i.e. in case of operational requirement, alternate/destination aerodrome closure, etc.), only the “reply” part above is to be used. The Aicraft Commander acknowledges the transmission and complies with the instructions, unless he deems necessary to make any refinement to the flight plan, which should be coordinated with the OCC.
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Index 2.5 Powers of Authority..................................................................................................... 1 2.5.1 Powers of the Commander. .................................................................................. 1 2.5.2 Powers of Authority other than the Commander................................................... 1
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2.5 POWERS OF AUTHORITY 2.5.1 Powers of the Commander. For all the information concerning the powers of the Commander, see Chapter 1. 2.5.2 Powers of Authority other than the Commander. For all the information concerning the powers of the Authority other than the Commander, it worth noting that in the Chapter 1.5 it is possible to find all the duties and responsibilities of all the key personnel of Air Italy. It is to be added to the above information that the Powers given to the authority is in accordance with the Italian laws, who regulate the agreement between the Authority and the worker. The Air Italy’ employee is thoroughly informed about the Powers of the Authority upon accepting and subscripting the “Contratto di lavoro” at the beginning of the employment. For matter concerning the Authority, Air Italy will ensure that any persons, authorised by the Authority, are permitted at any time to board and fly in any aircraft in accordance with an AOC issued by the Authority and to enter and remain on the flight deck provided that the Commander may refuse access to the flight deck if, in his opinion, the safety of the aircraft would thereby be endangered. In such cases identification should be produced by the inspector.
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Index 3 QUALITY SYSTEM ........................................................................................................ 1 3.1 The Quality policy.................................................................................................. 1 3.1.1 General............................................................................................................... 1 3.1.2 The purpose of the Quality System..................................................................... 1 3.1.3 Reliability meeting............................................................................................... 2 3.2 THE QUALITY SYSTEM DESCRIPTION................................................................. 1 3.2.1 General............................................................................................................... 1 3.2.2 Relevant documentation ..................................................................................... 1 3.2.3 Quality assurance program................................................................................. 1 3.2.4 Monitoring........................................................................................................... 2 3.2.5 Quality assurance organization chart.................................................................. 2 3.3 QUALITY ASSURANCE PERSONNEL ................................................................... 1 3.3.1 Quality manager ................................................................................................. 1 3.3.2 Quality Auditors .................................................................................................. 3 3.3.3 Quality Inspectors ............................................................................................... 3
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Index 3 QUALITY SYSTEM........................................................................................................... 1 3.1 The Quality policy ...................................................................................................... 1 3.1.1 General ................................................................................................................. 1 3.1.2 The purpose of the Quality System....................................................................... 1 3.1.3 Reliability meeting................................................................................................. 2
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3 QUALITY SYSTEM 3.5 The Quality Policy 3.5.1 General Air Italy Quality Policy is committed to provide safe, continuous and on-time operations in order to satisfy our customers needs, fulfil all normative rules (EU-OPS, ENAC, EASA Implementation Rules, ICAO Annexes and any other Authority requirements) and company standards. For this purpose Safety, Punctuality and Efficiency are considered the key operations of a successful airline. For this reason human resources are considered as the primary organisation asset, providing to render employees highly skilled, motivated and well trained. Quality is based upon the premise that it has to be built into the operating product or service and cannot be inspected after the event. Every staff member is responsible for ensuring that the part of the process that he/she controls is operated effectively to fulfil the requirements and the procedures of the Manual at his/her department. This policy shall be understood and implemented at all levels by all Air Italy staff. Moreover, all services provided by Air Italy contractors, substantially contribute to achieve the company goals. 3.5.2 The purpose of the Quality System The Quality System (QS) is an integral but independent part of Air Italy operational and maintenance organization. The Purpose of Quality System (QS) is to monitor compliance of the organization and its procedures with EU-OPS 1 and any other regulation and/or standards specified by Air Italy and Authority. It is a management tool for the Accountable Manager, the Post-Holders and the Quality Assurance staff to verify adequacy and compliance to operational procedures and requirements and compare the way in which an operation is being conducted against the way in which the published procedures say it should be conducted. Compliance monitoring includes a feed-back system to the Accountable Manager to ensure corrective action as necessary. The QS, as required by EU–OPS 1, additionally includes the following duties: a) Monitoring that all the activities are being performed in accordance with the accepted procedures, and all Air Italy staff understand the objectives as laid down in the Company’s Manuals; b) Monitoring that all subcontracted activities are carried out in accordance with the contract and the contracts are in compliance with EU-OPS 1 requirements and authorised/approved by the Authority, when required. The scope of the activity of the Quality System shall address the following : 1) The provisions of EU-OPS 1; 2) The Operator’s additional standards and operating procedures; 3) The respect of the Operator’s Quality Policy; 4) The Operator’s organisational structure; 5) Responsibility for the development, establishment and management of the entire Quality System; 6) General documentation, including manuals, reports and records; 7) Establishment of Quality procedures and divulgate quality awareness; 8) Quality Assurance Programme; 3.1 - QUALITY POLICY
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9) The required financial, material and human resources; 10) The training requirements. 11) Validity of organisation certifications; The QS involves all organisation departments, employees and activities in respect to EUOPS 1 approvals: AOC and CAMO. It therefore applies to the following company departments: i. Flight Operations, Crew Training and Ground Operations (AOC) ii. Technical Department (CAMO) 3.5.3 Reliability meeting Reliability meetings are organized at least 3 times every year and are coordinated by the Quality Manager or his delegate. At the meeting must participate all the Post Holder and Managers of the company. This meeting are regulated by a secondary procedures produced by the quality dept.
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Index 3.2 THE QUALITY SYSTEM DESCRIPTION ................................................................... 1 3.2.1 General ................................................................................................................. 1 3.2.2 Relevant documentation ....................................................................................... 1 3.2.3 Quality assurance program................................................................................... 1 3.2.4 Monitoring ............................................................................................................. 2 3.2.5 Quality assurance organization chart.................................................................... 2
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3.2 THE QUALITY SYSTEM DESCRIPTION 3.2.1 General Air Italy has established and implemented an organisation to effectively develop, establish and manage the company’s Quality System in compliance with EU OPS 1 (1.035 & 1.900) and other standard requirements, in order to ensure safety in all operations and to optimize the company processes. The Quality System must be acceptable by the Authority. This Organisation is composed by the function of the Accountable Manager (AM), who is the head of the Quality System, and by the Quality Assurance Department (QAS), which is headed by the Quality Manager. The Quality Manager, has direct access to all departments of the organisation and refers directly to the AM. He operates with the assistance of a team of qualified Auditors / Inspectors, who respectively are competent and perform audits in the following areas: • Flight Ops, Crew Training and Ground Ops Departments (AOC) • Technical Department (CAMO) QM may be supported in the activity by external qualified Auditors/ Inspectors. In order to perform a precise and targeted activity, the Quality Manager, and related Auditors / Inspectors are independent from the operations and maintenance organisation. This independence relates: • direct reporting to the Accountable Manager. • Auditors authority recognition • access to all parts of the organisation. The QM issues a Quality Assurance Programme (QAP) that contains procedures designed to verify that all operations are being conducted in accordance with all applicable requirements, standards and procedures. 3.2.2 Relevant documentation The relevant organisation documentation is composed by the Operations Manual (OM), the Ground Operations Manual (GOM) and the Maintenance Manual (CAME). Moreover, all quality aspects are regulated in the Operations comprises this operator’s Quality Manual (OQM). 3.2.3 Quality assurance program The Quality System includes a Quality Assurance Programme (QAP) that contains all planned and systematic actions to provide confidence that all operations and maintenance are conducted i.a.w. all applicable requirements, standards and operational procedures. It is constituted of the following activities: • Definition of a Quality Audit Plan • Performing audits and inspections • Reporting results The non conformity findings resulting from auditing activity are then monitored through the following: • corrective action definition against NCR findings; • monitoring of corrective actions accomplishment and effectiveness; • Quality Review meeting with AM and PHs; • fulfilment of applicable Authority requirements (EU/CAA); • achievement of expected standards. The Quality Assurance Plan mainly covers the following matters : 3.2 - THE QUALITY SYSTEM DESCRIPTION
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Organization, Plans and Company Objectives Operational Procedures Flight Safety Operator Certification Supervision Aircraft Performance Special operations : ETOPS, CATIII, etc. Communications and Navigational Equipment and Practices Mass, Balance & A/C Loading Instruments and Safety Equipment Manuals, Logs, and Records Flight & Duty Time Limitations, Rest Requirements Aircraft Maintenance/Operations Interface Use of MEL Maintenance programme and Continued Airworthiness, Airworthiness Directives Management Maintenance Accomplishment Defect Deferral Flight Crew Cabin Crew Dangerous Goods as applicable Security as applicable Training Leasing Companies
3.2.4 Monitoring The primary purpose of a monitoring action is to investigate and judge the effectiveness of the Quality System in order to ensure that the defined policy, operational and maintenance standards are continuously complied with. 3.2.5 Quality assurance organization chart
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Index 3.3 QUALITY ASSURANCE PERSONNEL ...................................................................... 1 3.3.1 Quality manager.................................................................................................... 1 3.3.2 Quality Auditors..................................................................................................... 3 3.3.3 Quality Inspectors ................................................................................................. 3
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3.3 QUALITY ASSURANCE PERSONNEL 3.3.1 Quality manager The main function of the Quality Manager is to monitor the compliance with, and the adequacy of the company procedures required to ensure safe operational practices and airworthy aeroplanes, as required by EU OPS 1. Particularly, the Quality Manager shall verify, by monitoring safety related activities carried out under the supervision of the relevant nominated Post holders in the fields of flight operations, maintenance, crew training and ground operations, that the standards required by the Authority and any additional requirements defined by the Operator are properly achieved and fulfilled. The Quality Manager must be accepted by the Authority. The Quality Manager is responsible for: • ensuring the Quality Policy, as defined by the Accountable Manager, is fulfilled throughout the Company • ensuring the Company Quality System is implemented and continuously monitored for its adequacy and effectiveness • establishing, implementing and maintaining the Quality Assurance Programme of the Company, and ensuring its homogeneous enforcement in all areas regulated by the AOC and CAMO approvals • providing periodic feedback to the Accountable Manager on the overall performance and effectiveness of the Company Quality System • ensuring the validity of AOC, CAMO and related documents is granted by the Authority • ensuring the standardization and the correct approval process of the Company manuals • establishing and running the Quality Training Programme for the Company managers and personnel • administering and controlling the Quality Assurance Department of the Company • promoting safety and quality awareness throughout the Company. • • • • • •
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The Quality Manager has the following main duties: to establish, plan and maintain systematic actions to monitor Organisation compliance by defining the Company Quality Assurance Programme to approve the Quality Audit Programmes and the Annual Quality Audit Plans prepared for each area by the relevant QAM to approve audit reports prepared by auditors to check and approve for adequacy and consistency the proposed corrective actions subsequent to inspections and audits, and periodically monitors the implementation and completion of the relevant corrective actions in response to each finding; to perform management evaluation as a result of quality inspections and audits, by checking the effectiveness of the management organisation and of the corrective/ preventive actions; to prepare the periodic Company Quality System Review Report as feedback to the Accountable Manager, to ensure corrective / preventive actions are identified, adequately addressed and implemented and monitoring the adequacy and the effectiveness of Quality System; to propose, as required and in cooperation with involved Department Managers, modifications or improvements to the Organisation structure, facilities and procedures; to maintain records of the Quality Assurance Programme results; to provide for editing, approval, distribution and updating of this Operations Quality Manual; 3.3 - QUALITY ASSURANCE PERSONNEL
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to approve the Company manuals and their subsequent revision for standardization and authority approval consistency (Operations Manual, Ground Operations Manual and CAME); to implement and monitor the Quality Training Programme of the Company as established in this Manual, by qualifying instructors, planning training sessions and keeping training records to monitor that all the subcontracted activities by Air Italy are accomplished in accordance with EU-OPS 1 requirements and the contracts to co-ordinate the QAM activities in qualifying subcontractors and/or suppliers and approve them by: a) verifying that they have the necessary approvals, facilities and manpower to undertake their tasks b) verifying that all contracted activities will be accomplished by personnel duly trained on Air Italy procedures, when applicable, and in accordance with the contract to manage the Quality Assurance Department in order to fulfil all Quality System duties, including: a) monitoring that the allocated resources are adequate to fulfil required duties; b) issuing to all qualified Auditors the “Declaration of Competence” c) administering the personnel under his jurisdiction; to maintain a sound knowledge of legal and legislative requirements relating the Company Approvals issued by ENAC; to promote and supervise the implementation of any change on rules and regulations affecting the Company Approvals (CAMO, AOC); to support the AM in dealing with Authority for all relevant matters related to the Company Approvals to transmit to the Authority and Manufacturer(s) mandatory reporting of aircraft unairworthy conditions or misconduct, to assure their following-up and monitor for corrective actions, if required to perform and co-ordinate investigations on occurrence reporting, when required to approve Exemption/Concession requests, presenting them to the Authority for final approval, when so required. For the development of his activities he is supported by: Quality Auditors Quality Inspectors The Quality Manager reports directly to the Accountable Manager.
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3.3.2 Quality Auditors The auditors have the responsibility to: • take under control the planning of audits assigned • perform and report the audit s assigned; • respect prescription and applicable procedures about audit management • plan and perform all the tasks assigned to them; • produce reports about non-conformities and results of the audits; • verify the effectiveness of the corrective actions at the subsequent audits; • record and report to the Quality manager any difficulty met in performing the Audit; • act every time with professional ethic; Auditors must respect directives applicable to the audited area. Particularly, the auditor has to: • respect the foreseen limits for the audit, in terms of time and modes; • act with maximum objectivity; • collect all relevant documentation for the audit evaluation; • point out all the audit results; Critical non-conformities must be immediately communicated to the interested department and to the QAM or AM. Quality Auditors should not have any day-to-day involvement in the area of activities which is to be audited, to ensure that they are not directly responsible for the activities to be audited. They will not be asked to approve/reject ongoing work and will not be involved in any certification of work. The Auditors report directly to the Quality Manager. 3.3.3 Quality Inspectors Quality Inspectors have the responsibility to: • perform and report the inspections assigned; • respect applicable procedures about inspections; • plan and perform all the tasks assigned to them; • produce reports about non-conformities and results of the inspections; • record and report to the Quality Manager any difficulty met in performing the inspection; • act every time with professional ethic; Inspectors must respect directives applicable to the inspected area. Particularly, Quality Inspectors have to: • respect the foreseen limits for the inspection, in terms of time and modes • act with maximum objectivity • collect all relevant documentation for the inspection evaluation Critical non-conformities must be immediately communicated to the interested department and to the Quality Manager. A Quality Inspector may have day-to-day involvement in the area of activities, to which the inspected product is related. However, he/ she can not be involved in the specific process resulting into the audited product. The Quality Inspector will not be asked to approve/reject ongoing work and will not be involved in any certification of work. The Inspectors report directly to the Quality Manager. For more details on Air Italy Quality System Management, also refer to the Operator Quality Manual. 3.3 - QUALITY ASSURANCE PERSONNEL
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Index 4 CREW COMPOSITION .................................................................................................. 1 4.1 Crew composition................................................................................................... 1 4.1.1 Minimum Flight Crew Requirements................................................................... 1 4.1.2 Flight Crew Composition..................................................................................... 1 4.1.3 In-Flight Relief .................................................................................................... 1 4.1.4 Minimum Cabin Crew Requirement .................................................................... 2 4.1.5 Additional Crew-members .................................................................................. 3 4.1.6 Cabin Crew-members during Familiarisation Flights .......................................... 4 4.1.7 Crew members other then Flight and Cabin Crew members .............................. 4 4.1.8 Minimum number of cabin crew required to be on board an aeroplane during ground operations with passengers .................................................................... 4 4.2 DESIGNATION OF THE COMMANDER.................................................................. 1 4.2.1 Chain of Command............................................................................................. 1 4.2.2 Two Captains on Duty ........................................................................................ 1 4.2.3 Extra Crew on Duty for In-Flight Relief ............................................................... 1 4.3 FLIGHT CREW INCAPACITATION ......................................................................... 1 4.3.1 The Chain of Command...................................................................................... 1 4.3.2 In Flight............................................................................................................... 1 4.3.3 On Ground.......................................................................................................... 1 4.4 OPERATION ON MORE THAN ONE TYPE ............................................................ 1 4.4.1 Flight Crew ......................................................................................................... 1 4.4.2 Cabin Crew: Type / Variant................................................................................. 1
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Index 4 Crew Composition.......................................................................................................... 1 4.1 Crew composition..................................................................................................... 1 4.1.1 Minimum Flight Crew Requirements..................................................................... 1 4.1.2 Flight Crew Composition....................................................................................... 1 4.1.3 In-Flight Relief ...................................................................................................... 1 4.1.3.1 Augmented Flight Crew .................................................................................. 2 4.1.3.2 Relief of the Commander................................................................................ 2 4.1.3.3 Minimum Requirements for PIC relieving the Commander............................. 2 4.1.3.4 Relief of the Co-Pilot....................................................................................... 2 4.1.3.5 Minimum Requirements for Cruise Relief Co-Pilot.......................................... 2 4.1.4 Minimum Cabin Crew Requirement ...................................................................... 2 4.1.4.1 Senior Cabin Crew (CA1) .............................................................................. 3 4.1.4.1.1 Senior Cabin Crew: Inability to Operate.................................................... 3 4.1.4.2 Cabin Crew “di zona” (CA2)........................................................................... 3 4.1.4.3 Minimum Cabin Crew Reduction .................................................................... 3 4.1.5 Additional Crew-members .................................................................................... 3 4.1.6 Cabin Crew-members during Familiarisation Flights ............................................ 4 4.1.7 Crew members other then Flight and Cabin Crew members ................................ 4 4.1.8 Minimum number of cabin crew required to be on board an aeroplane during ground operations with passengers ...................................................................... 4
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4 CREW COMPOSITION 4.1 CREW COMPOSITION General Crew composition must take account of the following criteria: a) the type of aeroplane being used; b) the area and type of operation being undertaken ; c) the phase of the flight; d) the minimum crew requirement and flight duty period plan; e) experience (total and on type), recency and qualification of the crew members; f) the designation of the commander and if necessitated by the duration of the flight, the procedures for the relief of the commander or other flight crew; g) the designation of the Senior cabin crew as above if necessitated by the duration of the flight, the procedures for the relief of the Senior Cabin Crew member and any other Member of the Cabin Crew. All flight and cabin crew members before operating as active crew on Air Italy airplane must have completed all the initial and recurrent training and checking prescribed in OM Part D, and are therefore proficient to perform their assigned duties. A Crew Member must not perform his assigned duties if affected by any factor that could impair human performance, including, as a minimum: 1. while under the influence of any psyhcoactive substance; 2. while using any drugs that may affect his faculties in a manner contrary to safety; 3. if he knows or suspects that he is suffering from fatigue, illness or feels unfit for flight; 4. following deep sea diving and/or blood donation, except when a reasonable time period has elapsed; 5. during pregnancy; 6. if he does not fulfil any of the medical requirements reported in Chapter 6. 4.1.1 Minimum Flight Crew Requirements The minimum flight crew complement for all Air Italy’s aircraft is two pilots or as specified in the Aeroplane Flight Manual (AFM) for the particular aircraft type whichever is the greater. One of the pilots must be appointed as Commander of the aeroplane and act as head of the whole Crew. This number must, and will, be augmented as necessary in the case of individual flights to satisfy the crew training requirements and of the Authority/Air Italy’ flight time/duty time limitations as set out in this Manual. All flight Crew-members will hold an applicable and valid licence acceptable to the Authority and will be suitably qualified and competent to conduct the duties assigned to them. 4.1.2 Flight Crew Composition Only qualified Commanders/Co-pilots in accordance with the Operations Manual, part A chapter 5 may fly together. 4.1.3 In-Flight Relief Where in-flight relief is planned, a flight crew-member may be relieved in flight from his duties at the controls by another suitably qualified flight crew-member.
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4.1.3.1 Augmented Flight Crew An augmented Flight Crew is a Flight Crew with a designated additional pilot. The case where an augmented Flight Crew will be required is to provide in-flight relief and thus enable an extension of the normal flight time limitations imposed at Ch 7. 4.1.3.2 Relief of the Commander The Commander may be relieved by: A. Another Captain, if present on board; B. (for operations at or above FL 200 only) a Pilot-in-Command (PIC) qualified as detailed at point 4.1.3.3. In this case, the PIC may delegate the conduct of the flight to another suitably qualified pilot. 4.1.3.3 Minimum Requirements for PIC relieving the Commander A. Have completed the left hand seat qualification; B. conversion training and checking (including Type Rating training) as prescribed by the operator conversion course (EU-OPS 1.945); C. all recurrent training and checking (including type rating training) as prescribed by Authority, included in the Operations Manual, part D (EU-OPS 1.965/8).; D. PIC route competence training qualification as prescribed by EU-OPS; 4.1.3.4 Relief of the Co-Pilot The Co-Pilot may be relieved by another suitably qualified pilot, qualified as detailed at paragraph 4.1.3.5. 4.1.3.5 Minimum Requirements for Cruise Relief Co-Pilot A. Valid Commercial Pilot Licence with Instrument Rating (CPL); B. Conversion training and checking (including Type Rating training) as prescribed by Authority, except the requirement for Take-Off and landing training; C. All recurrent training and checking as prescribed by Authority, except the requirement for Take-Off and Landing training; D. To operate in the role of Co-Pilot in the cruise only and not below FL 200; 4.1.4 Minimum Cabin Crew Requirement The actual number of cabin crew required where one or more passengers are carried is one cabin Crew-member for every 50, or fraction of 50, passenger’s seats installed on the same deck of the aeroplane. The minimum Cabin Crew number shall be such as to ensure a safe and expeditious evacuation of the aircraft, should the need arise. Infants are not included in the total number of passengers. Aircraft type and configuration Boeing 737-300/700 Boeing 737-400/800 Boeing 757 Boeing 767-200 Boeing 767-300
Minimum crew requirements (Flight Crew + Cabin Crew) 2+3 2+4 2+5 2+5/6* 2+6/7*
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4.1.4.1 Senior Cabin Crew (CA1) When a Cabin Crew is required, Air Italy will nominate, usually by means of the published roster, a qualified Cabin Crew as Senior Cabin Crew (CA1), who has the responsibility to the Commander for the conduct and co-ordination of normal, abnormal and emergency procedures specified in the appropriate manuals/booklets and act as head of the whole Cabin crew. If more than one Senior Cabin Crew is present on board, unless specified by the operator, CA1 will be: - The Instructor with the highest Company seniority (two or more Instructors on board); - The Instructor (only one Instructor on board); - The CA1, with the highest Company seniority (no Instructors on board). For the minimum required qualifications, see Operations Manual, part A, Ch 5. 4.1.4.1.1 Senior Cabin Crew: Inability to Operate In the event that Senior Cabin Crew Member is not available for any reason, the Company shall notify the Commander and designate as Senior Cabin Crew Member a qualified flight attendant with at least one year experience. In case of serious difficulties in communicating with the Company, the function of Senior Cabin Crew Member will be assigned by the Commander, who must ensure that the designated Flight Attendant fulfills the aforementioned requirement. The Commander may use this prerogative also in case he needs to temporarily replace the SCCM (e.g: to allow boarding passenger). 4.1.4.2 Cabin Crew “di zona” (CA2) When a Cabin Crew is required on wide body aircraft, the Commander will nominate, in coordination with the Senior Cabin crew, taking in account the Operator seniority, a Cabin Crew member as Cabin Crew “di zona” (CA2) , who has the responsibility to the Senior Cabin Crew for the conduct and co-ordination of the economy class of the A/C. 4.1.4.3 Minimum Cabin Crew Reduction THIS PROCEDURE IS APPLICABLE ONLY UNDER AUTHORISATION OF FOPH The minimum number of Cabin Crew may be reduced in unforeseen circumstances such as in the event of incapacitation or unavailability of certified Cabin Crew on out bases. The minimum Certified Cabin Crew missing may be replaced without any passenger reduction with Non Certified Cabin Crew that have completed the conversion course and undertaken at least 2 familiarisation flights. In the event that the above procedure cannot be attained the required minimum number of cabin crew may be reduced provided that: The number of passengers has been reduced in order to have at least one cabin Crewmember for every 50 passengers, or fraction of 50, on board (infants are not included in the total number of passengers). In any case, the minimum number of cabin Crew-member must be at least equal to the total number of usable exit at “floor level”, divided by two In both cases : An authorisation has to be received by the Flight Operations Post-Holder; A report has to be submitted to the Authority after completion of the flight. 4.1.5 Additional Crew-members Crew-members who are not required for the flight, must also be trained in, and are proficient to perform, their assigned duties. Exceptions to the previous rule are accepted in case of flight/cabin Crew-members training.
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4.1.6 Cabin Crew-members during Familiarisation Flights After completion of conversion training and prior to operating as one of the minimum required cabin crew, a cabin Crew-member shall undertake familiarisation flight or 4 hours training in the aircraft on ground prior to operating as one of the minimum number of cabin crew required. The type training will be decided by the cabin crew manager and shall be appropriate to the type of aeroplane and taking into account the cabin crewmember’s previous training and experience as cabin crewmember. under the supervision of a Senior Cabin Crew-member or training/check Cabin Crewmember (PAA/CAA). 4.1.7 Crew members other then Flight and Cabin Crew members In case there are crew members, other than cabin crew members as for example technicians who carry out their duties in the passenger compartment of an aeroplane, must wear at all times their uniform with the personal badge shown in order to avoid confusion with cabin crew. This personnel must not occupy a cabin crew required assigned stations or impede the cabin crew members in their duties 4.1.8 Minimum number of cabin crew requi red to be on board an aeroplane during ground operations with passengers Air Italy has no procedure to reduce the Cabin Crew present on board during ground operations with passengers on board. Therefore standard procedures apply and all cabin crew must be present on board performing their assigned duties.
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Index 4.2 Designation of the Commander............................................................................. 1 4.2.1 Chain of Command............................................................................................. 1 4.2.2 Two Captains on Duty ........................................................................................ 1 4.2.3 Extra Crew on Duty for In-Flight Relief ............................................................... 1
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4.2 DESIGNATION OF THE COMMANDER For each flight Air Italy will designate as Commander a Captain that fulfils all the applicable requirements as specified in Para 5.2.1 of this Manual. Normally designation of a Captain as Commander of a flight will be done by means of the published “Tour Plan”. 4.2.1 Chain of Command The following chain of command must be observed: A. The Commander; B. Co-pilot (in case the flight crew includes more than one co-pilot – either Captains, F/Os or S/Os -, responsibility is assumed based on rank and seniority, if ranks are equivalent); C. Senior Cabin Crew; D. Cabin Crew Member, according to the Company Seniority as qualified Cabin Crew. The person who succeeds the Commander will take authority over all other persons on board the aircraft. Variations from this complement can occur during some flights (e.g. Line Checks), in which case the chain of command will be established by the Commander before departure and made clear to all concerned. 4.2.2 Two Captains on Duty Where two Captains are flying together, the Commander will be designated by Flight Operation Post-Holder indicated on the “Tour Plan”. If a TRE/TRI/LTI is on board the higher rank present on board will be the commander. 4.2.3 Extra Crew on Duty for In-Flight Relief When extra crew are carried to provide in-flight relief, the following shall apply: A. the captain of the main crew is the legal Commander of the flight and must be seated at the controls for take off and landing; B. a captain operating as a relief crewmember shall operate under the command of the legal Commander of the aircraft. He will assume command only in the event of the incapacitation of the legal Commander.
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Index 4.3 Flight Crew Incapacitation ..................................................................................... 1 4.3.1 The Chain of Command...................................................................................... 1 4.3.2 In Flight............................................................................................................... 1 4.3.3 On Ground.......................................................................................................... 1
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4.3 FLIGHT CREW INCAPACITATION 4.3.1 The Chain of Command Refer to para 4.2.1 of this Manual. If the Commander’s successor is not at the controls of the aircraft, the Pilot at the controls will be the Commander until the designated successor relives him. 4.3.2 In Flight Succession of command in case of incapacitation of the Commander is shown in para 4.2.1 of this Manual. Once landed, the flight will not depart from the aerodrome, unless another pilot who satisfies all the requirements in order to be employed as Commander (see previous paragraph 4.2) is included in the crew. Refer also to Operations Manual, part A, paragraph 8.3.14 “Incapacitation of crew members”. 4.3.3 On Ground If the Commander cannot continue his command of the flight, the flight will not depart from the aerodrome where it has landed.
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Index 4.4 Operation on more than one Type .............................................................................. 1 4.4.1 Flight Crew............................................................................................................ 1 4.4.2 Cabin Crew: Type / Variant................................................................................... 1
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4.4 OPERATION ON MORE THAN ONE TYPE 4.4.1 Flight Crew An Air Italy’s holder of a pilot license will not act in any capacity as a pilot of an airplane except as a pilot undergoing skill testing or receiving flight instruction unless the holder has a valid and appropriate type rating. When a type rating is issued limiting the privileges to acting as co-pilot only, or to any other conditions agreed within EU, such limitations are endorsed on the rating. For specific of non-revenue special purpose flights e.g. aircraft flight testing, special authorization may be provided in writing to the license holder by the Authority in place of issuing the type rating in accordance with EU-FCL 1.225. This authorization will be limited in validity to completing a specific task.. B757/B767 according to appendix 1 to EU-FCL1.220, belong to the same type, they are only different variant. For limitations on operations on both variant refer to Ch 5.2.5. Before Exercising the privileges of two licence endorsements Air Italy Pilots must satisfy following requirements: • Air Italy Pilots must have completed two consecutives Operator Proficiency checks and must have 500hrs in the relevant type on line operations with Air Italy • In case of a pilots having experience with Air Italy and exercising the privileges of two licence endorsements, and then being promoted to command with Air Italy, on one of those types the required minimum experience as commander is 6 months and 300 hrs, and the pilot must have completed two consecutive OPC before again being eligible to exercise two licence endorsements. In order to maintain the validity of the two endorsements on the licence the pilot must satisfy following requirements: • 1 Licence Proficiency Check for each type rating to be performed every year (1 LPC on B737 and 1 LPC on B757/767) • 1 Operator Proficiency Check and 1 Recurrent training for each type to be performed every two years (OPC+RT on B737 on first year, 1 OPC+RT on B757/767 on second Year) Detailed programs for operations on more than one type is reported on OM part D. 4.4.2 Cabin Crew: Type / Variant For the purpose of the cabin crew scheduling, in accordance with EU OPS 1.1030, can be operate, after receiving prescribed training on 737 and B757/B767 (that belong to the same type).
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Index 5 QUALIFICATION REQUIREMENTS................................................................................ 1 5.1 Description of Requirements needed ..................................................................... 1 5.1.1 Requirements and Responsibilities....................................................................... 1 5.1.2 Flight Crew-members ........................................................................................... 2 5.1.3 Cabin Crew-members........................................................................................... 3 5.2 FLIGHT CREW........................................................................................................... 1 5.2.1 General................................................................................................................. 1 5.2.2 Flight Crew Experience Requirements ................................................................. 1 5.2.3 Personnel ............................................................................................................. 2 5.2.4 Recent Experience ............................................................................................... 3 5.2.5 Operation of more than one Type or Variant ........................................................ 4 5.2.6 Qualifications and Grading ................................................................................... 7 5.2.7 Flight Crews Training, Checking and Supervising ................................................ 8 5.2.8 Records .............................................................................................................. 12 5.3 CABIN CREW ............................................................................................................ 1 5.3.1 Minimum Requirements........................................................................................ 1 5.3.2 Senior Cabin Crew (CA1) ..................................................................................... 1 5.3.3 Cabin Crew........................................................................................................... 1 5.3.4 Operation on more than one Type or Variant ....................................................... 2 5.3.5 Qualification and Gradings ................................................................................... 2 5.3.6 Area Qualification ................................................................................................. 3 5.3.7 Cabin Crews Training, Checking & Supervising ................................................... 3 5.3.8 Checking............................................................................................................... 5 5.3.9 Training Records .................................................................................................. 5 5.4 TRAINING, CHECKING & SUPERVISION PERSONNEL ......................................... 1 5.4.1 General................................................................................................................. 1 5.4.2 Cabin Crew........................................................................................................... 6 5.5 OTHER OPERATIONS PERSONNEL ....................................................................... 1 5.5.1 Operations Personnel other than Crew Members................................................. 1
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Index 5 Qualification requirements ............................................................................................ 1 5.1 Description of Requirements needed ..................................................................... 1 5.1.1 Requirements and Responsibilities....................................................................... 1 5.1.1.1 Appointment Requirements ............................................................................ 1 5.1.1.2 Training Responsibilities ................................................................................. 1 5.1.1.3 Laws, Regulations and Procedures – Operator’s Responsibilities.................. 1 5.1.1.4 Authority of the Commander ........................................................................... 1 5.1.1.5 Crew Responsibilities ..................................................................................... 1 5.1.2 Flight Crew-members ........................................................................................... 2 5.1.2.1 Recruitment .................................................................................................... 2 5.1.2.1.1 Minimum requirements ............................................................................. 2 5.1.2.1.2 Recruitment Process ................................................................................ 2 5.1.2.1.3 Exceptions ................................................................................................ 2 5.1.2.1.4 Employment.............................................................................................. 2 5.1.2.2 Standards of Performance.............................................................................. 2 5.1.2.2.1 General ..................................................................................................... 2 5.1.3 Cabin Crew-members........................................................................................... 3 5.1.3.1 Recruitment .................................................................................................... 3 5.1.3.1.1 Minimum Requirements ............................................................................ 3 5.1.3.1.2 Recruitment Process ................................................................................ 3 5.1.3.2 Standards of Performance.............................................................................. 4 5.1.3.2.1 General ..................................................................................................... 4
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5 QUALIFICATION REQUIREMENTS 5.1 DESCRIPTION OF REQUIREMENTS NEEDED This chapter contains a description of the required licenses, ratings, qualifications (e.g. for route and aerodromes), experience, courses, training, checking and recency for Operations personnel to conduct their duties. For more details about the topic, refer to the Operations Manual, part D. 5.1.1 Requirements and Responsibilities 5.1.1.1 Appointment Requirements According to the regulations laid down in the EU-OPS 1 and by the Authority, it is Operator's responsibility to appoint only such crew-members who: holds valid licenses; have successfully passed the required training and checking for all the Crews (Flight Crew and Cabin Crew) as outlined in this chapter. Specific Operator requirements have also been established. 5.1.1.2 Training Responsibilities The objective and extent of all training will be determined by the FOPH and the CTPH in accordance with national, international and Operator regulations. The training programs must be established under the authority of the Crew Training PostHolder. 5.1.1.3 Laws, Regulations and Procedures – Operator’s Responsibilities Air Italy will ensure that: all employees are made aware that they shall comply with the laws, regulations and procedures of those State in which operations are conducted and which are pertinent to the performance of their duties; all crew-members are familiar with the laws, regulations and procedures pertinent to the performance of their duties. 5.1.1.4 Authority of the Commander All persons carried in the airplane will obey all lawful commands given by the Commander for the purpose of assuring the safety and security of the airplane and of persons or property carried therein. 5.1.1.5 Crew Responsibilities A crew-member must be responsible for the proper execution of his duties that: are related to the safety and security of the airplane and its occupants; are specified in the instructions and procedures lay down in the Operations Manual. A crew-member shall: report to the Commander any incident that has endangered, or may have endangered safety or security; make use of the appropriate reporting forms (when applicable) as outlined in the Operations Manual. In all such cases, a copy of the report(s) shall be communicated to the Commander concerned.
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5.1.2 Flight Crew-members 5.1.2.1 Recruitment 5.1.2.1.1 Minimum requirements Each attendant will present a “Curriculum Vitae”. Attendant must satisfy the minimum requirements here below reported: EU nationality; age in accordance with type of employment; licenses in accordance with type of employment; according EU OPS requirements and applicable “national regulations”. no Military service pending; it is Air Italy policy to employ pilots with experience in accordance with Ch 5.2.2. If the minimum requirement are satisfied or if the situation is not clear (i.e. Curriculum Vitae doesn’t give all the information needed), attendant will be asked to file the “Pilot Application Form”. Curriculum Vitae and Pilot Application Form are evaluated by the Flight Operations Post Holder or Ad Hoc nominated person by the Accountable Manager. 5.1.2.1.2 Recruitment Process Once the minimum requirement above are fulfilled, the attendant will be asked to: file the Pilot Application Form, if not yet done; provide a security background statement, in accordance with State of Nationality applicable laws; file a technical questionnaire, if considered feasible; perform an English language check; meet with the Flight Operation Post Holder or delegated person by the Accountable Manager; perform a simulator assessment if deemed necessary by the FOPH This process can be interrupted at any stage if going through the complete flow is considered useless. At the end of the Recruitment Process, the result of the evaluation will be communicated to candidate. 5.1.2.1.3 Exceptions Air Italy can modify: Minimum requirements; Recruitment Process. 5.1.2.1.4 Employment Upon receiving a positive evaluation, candidate will receive information about the date to proceed to Human Resource Office and thus been employed. As soon as he/she starts to be employed, he/she will receive by the Flight Operations Department the material needed to start the operations with Air Italy. 5.1.2.2 Standards of Performance 5.1.2.2.1 General The standards of performance define the professional quality required for Flight Crewmembers. They consist of two major parts: Personality and Performance. A. Personality. 5.1 – QUALIFICATION REQUIREMENTS
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Overall standard. Stable and balanced personality. Reliability. Willingness for discipline. Development capability. Sociability. Ability to work in a team. Loyalty. Ability to differentiate. Leadership. Physical and mental fitness. B. Performance. Each flight crew-member must fulfill all requirements as listed in paragraph 5.2 of the present manual. His ability to do so is subject to regular assessments and tests. Training and qualification is carried out by the instruction personnel. For more details, refer to the Operations Manual, part D. If any deficiencies are detected, actions and decisions will be initiated by the Flight Operations Post-Holder in coordination with the Crew Training Post-Holder. 5.1.3 Cabin Crew-members cabin crew member’ means any crew member, other than a flight crew member, who performs, in the interests of safety of passengers, duties assigned to him/her by the operator or the commander in the cabin of an aeroplane. Cabin Crew must wear company uniform while on duty. 5.1.3.1 Recruitment 5.1.3.1.1 Minimum Requirements The following are normally the minimum requirements established in relation to cabin crew. Air Italy should change the minimum requirements at his discretion. A. A minimum age of 20 years; B. A maximum age of 32 years; C. educational qualifications: “Diploma di scuola media superiore” or equivalent school degree for EU members D. The successful completion of an initial medical examination or assessment and is found medically fit to discharge the duties specified in the relative Operations Manual. Subsequently the cabin crew-member concerned is required to maintain the degree of medical fitness necessary to enable him to carry out his duties. Medical records in respect of cabin crew will be maintained by the Cabin Crew Manager; E. The satisfaction of all Operator cabin crew training requirements; F. Competent to perform his duties in accordance with the procedures specified in the Operations Manual. 5.1.3.1.2 Recruitment Process It is Air Italy responsibility to verify that recruitment is done in accordance with national and EU regulation.
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5.1.3.2 Standards of Performance 5.1.3.2.1 General The standards of performance define the professional quality required for flight crewmembers. They consist of two major pads: personality and performance. A. Personality: Overall standard; stable and balanced personality; self responsibility; sociability; willingness to serve; frankness; approach to customers; ability to work in a team; physical and mental fitness. B. Performance: Each cabin crew-member must fulfill all requirements as listed in paragraph 5.3 of the present manual. His ability to do so is subject to regular qualifications. Training and qualification is carried out by PAA/CAA, Senior cabin crew-member or by delegated personnel. If any deficiencies are detected, actions and decisions will be initiated by Senior Cabin Crew.
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Index 5.2 Flight Crew ................................................................................................................1 5.2.1 General................................................................................................................. 1 5.2.2 Flight Crew Experience Requirements ................................................................. 1 5.2.3 Personnel ............................................................................................................. 2 5.2.3.1 Nomination of the Commander ....................................................................... 2 5.2.3.2 Pilot-In-Command........................................................................................... 2 5.2.3.3 Co-pilot ........................................................................................................... 3 5.2.3.4 Pilot in “line flying” under Supervision............................................................. 3 5.2.3.5 Company Observer Pilot................................................................................. 3 5.2.3.6 System Panel Operator .................................................................................. 3 5.2.3.7 Particular cases .............................................................................................. 3 5.2.3.7.1 Part-time basis Flight crew........................................................................ 3 5.2.3.7.2 Combined Command and Conversion Course ......................................... 3 5.2.3.7.3 Pilot Qualification to Operate in either Pilot’s Seat.................................... 3 5.2.4 Recent Experience ............................................................................................... 3 5.2.4.1 Commander .................................................................................................... 3 5.2.4.2 Co-pilot ........................................................................................................... 4 5.2.4.3 Cruise Relief Co-pilot...................................................................................... 4 5.2.4.4 Extension ........................................................................................................ 4 5.2.4.5 Low Visibility Operations (LVO) ...................................................................... 4 5.2.4.6 ETOPS/MNPS/RVSM..................................................................................... 4 5.2.4.7 Crewing of Inexperienced Flight Crew Members ........................................... 4 5.2.5 Operation of more than one Type or Variant ........................................................ 5 5.2.5.1 General........................................................................................................... 5 5.2.5.2 Within Approved Grouping.............................................................................. 6 5.2.5.3 Reserved ........................................................................................................ 6 5.2.5.4 Currency ......................................................................................................... 6 5.2.5.5 Limitations ...................................................................................................... 6 5.2.6 Qualifications and Grading ................................................................................... 7 5.2.6.1 Composition of Qualifications ......................................................................... 7 5.2.6.2 Grading for Qualifications ............................................................................... 7 5.2.6.3 Definition of Grading ....................................................................................... 7 5.2.6.4 Consequences of Failure and Follow-up Actions............................................ 8 5.2.7 Flight Crews Training, Checking and Supervising ................................................ 8 5.2.7.1 Conversion Training and Checking................................................................. 8 5.2.7.2 Route and Aerodrome Competence Qualification........................................... 8 5.2.7.2.1 Route Competence Qualification .............................................................. 8 5.2.7.2.2 Aerodrome Competence Qualification ...................................................... 9 5.2.7.3 Recurrent Training and Checking ................................................................... 9 5.2.7.4 Either Pilot’s Seat Qualification and Checking ................................................ 9 5.2.7.5 Difference Training ....................................................................................... 10 5.2.7.6 Familiarisation Training................................................................................. 10 5.2.7.7 Command Course and Checks..................................................................... 10 5.2.7.7.1 Minimum Experience Levels ................................................................... 10 5.2.7.7.2 Command Course................................................................................... 10 5.2.7.8 Low Visibility Operations – Training and Qualifications ............................... 10 5.2.7.8.1 Low Visibility Take-off ............................................................................. 11 5.2.7.8.2 Category II and III Approaches ............................................................... 11 5.2.7.9 ETOPS/MNPS/RVSM Training ..................................................................... 11 5.2 - FLIGHT CREW
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5.2.7.10 Re-qualification Training and Checking...................................................... 12 5.2.7.10.1 Theoretical Training and Checking....................................................... 12 5.2.7.10.2 Aeroplane / Flight Simulator Training and Checking. ........................... 12 5.2.7.11 TRE, SFE, TRI, SFI, LTI and GDI Training ................................................ 12 5.2.7.12 Dangerous Goods Training ........................................................................ 12 5.2.7.13 Security Training ........................................................................................ 12 5.2.8 Records.............................................................................................................. 12
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5.2 FLIGHT CREW 5.2.1 General The minimum requirements for employment and promotion are specified by Air Italy in accordance with the operation of the Operator, adhering with ICAO, EU-OPS and national Authority regulations. All training and checking programmes are specified in the Operations Manual, part A, part D, and all the applicable manuals officially recognised by Air Italy and presented to the Authority. Before operating as a Flight Crew Member on Air Italy aircraft, a pilot must meet all relevant requirements as stated in this chapter. Specifically, he must hold proof of: • Pilot Licence (JAR-FCL-ATPL, JAR-FCL-CPL) with Multi Engine Instrument Rating (IR); • Type Rating (TR) • Instructor (TRI), evaluator (TRE), line trainer (LTI), line checker (LTC) qualifications, as applicable; • Medical Status, including Medical Certificate (shall not be valid for a period greater than 12 months); • Fluency in English (Minimum ICAO Level 4); • Reduced Vertical Separation Minima (RVSM) training; • Equipment qualification (TCAS, GPWS, E-GPWS) training; • Basic Required Navigation Performance (B-RNAV) training; • Low Visibility Procedures (LVTO and Cat II/III operations) qualification, if required; • Route and Aerodrome Competence; • CRM/Human Factor training; • Security training; • Transportation of Dangerous Goods training, if required; • Extended Range Operations (ETOPS) qualification, if required; • Minimum Navigation Performance System (MNPS) qualification, if required. 5.2.2 Flight Crew Experience Requirements A. Initial Appointment. a. Commanders [Experienced on Type] Total Number of Flight Hours Total Flight Hours as Pilot in Command (P1) on FAR/EU 25 a/c Total on Type b. Commanders [With Less than Required Experience on Type] Total Number of Flight Hours Total Flight Hours as Pilot in Command (P1) on FAR/EU 25 a/c Total Flight Hours of Airline/Corporate/Military Transport Experience
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c. First Officers Total Number of Flight Hours Total Number of Flight Hours on FAR/EU 25 a/c Total Flight Hours of Airline/Corporate/Military Transport Experience d. Second Officers Total Number of Flight Hours Total Turbine/Flight Simulator Hours MCC (Multi-Crew Co-Operation Course) e. Cruise Relief Co-Pilot Total Number of Flight Hours Total Turbine/Flight Simulator Hours MCC (Multi-Crew Co-Operation Course)
A 5.2 2 15 Apr 10 1,500* 500* 200*
1000* 50* Completed 250* 50* Completed
B. Promotion Within the Operator The following are requirements which have to be satisfied for promotion within the Operator from: a. First Officer to Commander: See 5.2.7.7.1 b. Second Officer to First Officer. Total Hours of Flight on a/c Type 1,000* Company seniority 18 Months* c. Cruise Relief Co-Pilot to Second Officer. Total Hours of Flight on a/c Type 350* ( * ) The Flight Operations Post-Holder, in co-ordination with the Crew Training PostHolder, may reduce the minimum requirements after candidate’s evaluation with the approval of the Accountable Manager. Factorisation Criteria: - 1 flight hour on light A/C - helicopter is valid 1/5 of hour factored - 1 flight hour on A/C with a MTOM of 18.000Kg or more is valid 1 hour factored - 1 flight hour on military fighter A/C is valid 1/3 of hour factored - 1flight hour on military transport A/C is valid 1 hour factored 5.2.3 Personnel 5.2.3.1 Nomination of the Commander Before appointing a Pilot as Commander he must meet the requirements stated in the appropriate paragraph and a Commission headed by the CEO and composed by FOPH, CTPH, FSM and Human Resource Mngr must give the final release 5.2.3.2 Pilot-In-Command The Commander may be relieved in flight of his duties at the controls by another qualified Flight Crew Member who then will act as Pilot-In-Command (PIC). It must be understood that, in accordance with Appendix 1 to EU-OPS 1.940, even if the co-pilot is the “Pilot Flying”, he is not the Pilot-In Command, unless he meets the requirement stated in chapter 4 of the present manual. Prior to being assigned as Commander or Pilot-In-Command (PIC), the Pilot must have obtained adequate knowledge of the route to be flown and of the aerodromes (including alternates), facilities procedures to be used.
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5.2.3.3 Co-pilot Co-pilot is a Flight Crew Member acting in any piloting capacity, other than as Pilot-InCommand or Commander. If he meets the requirements as stated in chapter 4 of the present manual, he may become Pilot-In-Command for part of the flight. The Co-pilot normally occupies the right hand pilot seat. 5.2.3.4 Pilot in “line flying” under Supervision During flying training and checking as part of conversion course or as part of the command course when upgrading to Commander, the Flight Crew Members have to fly a minimum number of sectors and/or flying hours under the supervision of a specifically trained for the task and nominated Commander. Refer to O.M. part D. 5.2.3.5 Company Observer Pilot The Observer is a new Company Flight Crew Member identified in Company Personnel Organisation to enclose Flight Crew with very limited flying experience. As a minimum professional requirement, an applicant observer must hold a valid and updated Commercial Licence. His/her presence will be limited to familiarise himself with Company, communication, aircraft and FMS procedures. 5.2.3.6 System Panel Operator Not Applicable with current Air Italy fleet. 5.2.3.7 Particular cases 5.2.3.7.1 Part-time basis Flight crew When engaging the services of Flight Crew Members who are working on a freelance or part-time basis, the requirements contained in this chapter must be met. Particular attention will be paid to the total number of aircraft type or variants that a Flight Crew Member may fly for the purpose of commercial air transportation, which must not exceed the requirements prescribed in EU-OPS and reported in the appropriate paragraph, including when his services are engaged by another operator. 5.2.3.7.2 Combined Command and Conversion Course If a pilot is converging from one aeroplane type of variant to another when upgrading to Commander the command course shall also include a conversion course. Refer to O.M. part D. 5.2.3.7.3 Pilot Qualification to Operate in either Pilot’s Seat Pilots whose duties also require them to operate in other seat than their normal one,, or Commanders required to conduct training or examining duties from the right-hand seat, shall complete additional training and checking as specified in this chapter and in the Operations Manual, part D. 5.2.4 Recent Experience 5.2.4.1 Commander A pilot shall not operate an aeroplane as Commander unless he has carried out at least three take-off and three landings as pilot flying in an aeroplane of the same type or Flight Simulator of the airplane type to be used, in the preceding 90 days.
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5.2.4.2 Co-pilot A Co-pilot does not serve at the flight controls during take-off and landing unless he has operated the controls as a pilot for three take-offs and landings in an airplane of the same type or Flight Simulator of the airplane type to be used, in the preceding 90 days. 5.2.4.3 Cruise Relief Co-pilot Recent experience as prescribed in EU-OPS 1.970 is not required. However, the pilot shall carry out flight simulator recency and refresher flying skill training at intervals not exceeding 90 days. This refresher training may be combined with the training prescribed in EU-OPS 1.965. 5.2.4.4 Extension The 90 days period prescribed above may be extended up to a maximum of 120 days by line flying under the supervision of a TRI or TRE. For periods beyond 120 days, the recency requirement is satisfied by a training flights or use of a Flight Simulator for the airplane type to be used. The company is authorized to re-qualificate pilots only up to one year. After one year must refer to an approved TRTO 5.2.4.5 Low Visibility Operations (LVO) In conjunction with the normal recurrent training and operator proficiency checks, the required number of approach, to maintain Category II and Category III qualification has to be a minimum of three within the validity period of the OPC (one may be substituted by an approach and landing in the aeroplane using approved Cat II or III procedures). One missed approach shall be flown during the conduct of the OPC. Recency for Low Visibility Take-Off (LVTO) is maintained by retaining the CAT II or CAT III qualification prescribed. At least one low visibility take-off to the lowest applicable minima shall be flown during the conduct of the OPC. 5.2.4.6 ETOPS/MNPS/RVSM If the sector(s) to be operated include any ETOPS/MNPS/RVSM segments, all Flight Crew Members must hold a current qualification. The present qualification is valid for 12 months, extended for further 3 months if a flight has been operated in the areas of qualification in the last 3 months of the expiring period. Re-validation is performed by a ground refresher training and checking. 5.2.4.7 Crewing of Inexperienced Flight Crew Members It is Air Italy responsibility to avoid crewing two inexperienced pilots for the same crew. A Flight Crew Member is considered inexperienced following completion of a Type Rating or Command Course and the associated line flying under supervision, until he has achieved on the Type either: • 100 flying hours and flown 10 sectors within a consolidation period of 120 consecutive days; or • 150 flying hours and flown 20 sectors (no time limit). A lesser number of flying hours or sectors, subject to any other conditions which the Authority may impose, may be acceptable by the Authority when: • Air Italy introduces a new aeroplane type; or • Flight Crew Members have previously completed a type conversion course with approved TRTO.
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5.2.5 Operation of more than one Type or Variant 5.2.5.1 General A Flight Crew Member will not operate on more than one type or variant, unless the Flight Crew Member is competent to do so. When considering operations of more than one type or variant, the differences and/or similarities of the aeroplanes concerned must justify such operations, taking account of the following: the level of technology; the Operations procedures; the handling characteristics. Flight Crew Member operating more than one type or variant must comply with the requirement contained in this paragraph, unless the Authority has approved the use of credit(s) related to the training, checking and recent experience requirements. For any operations on more than one type or variant, appropriate procedures and/or Operational restrictions will be published by the operator in the present manual. These publications, approved by the Authority, will cover the following points: the Flight Crew Member’s minimum experience level; the minimum experience level on one type or variant before beginning training for operations of another type or variant; the process whereby flight crew qualified on one type or variant will be trained and qualified on another type or variant; all applicable recent experience requirements for each type or variant. When a Flight Crew Member operates more than one aeroplane type or variant but not within one licence endorsement (B757/767 and B737):, it must be checked that the minimum flight crew complement specified in the Operations Manual is the same for each type or variant to be operated; a Flight Crew Member does not operate more than two aeroplane types or variants for which a separate licence endorsement is required; only aeroplanes within one licence endorsement are flown in any one flight duty period unless procedures to ensure adequate time for preparation has been established. Before commencing training for and operation of another type or variant, Flight Crew Members must have completed 3 months and 150 hours flying on the base aeroplane, and this must include at least one proficiency check. After completion of the initial line check on the new type, 50 hours flying or 20 sectors must be achieved solely on aeroplanes of the new type rating Note: before exercising the privileges of 2 licence endorsement following limitations apply: Flight Crew Members must have completed two consecutive operator proficiency checks and must have 500 hours in the relevant crew position in commercial air transport operations with the same operator. In the case of a pilot having experience with an operator and exercising the privileges of 2 licence endorsements, and then being promoted to command with the same operator on one of those types, the required minimum experience as commander is 6 months and 300 hours, and the pilot must have completed 2 consecutive operator proficiency checks before again being eligible to exercise 2 licence endorsements. Emergency equipment and safety training and checking must cover all requirements for each type Operator Proficiency, that are required 2 per Yr must be planned so that every six months a different type or variant is used (e.g. one check on the 757/767 the other on the 737) if 5.2 - FLIGHT CREW
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the airplane are from two different endorsement that 4 operator proficiency check are required (2 for each licence endorsement, unless Credit are obtained from the Authority. Furthermore only aeroplane within one licence endorsement are flown in any one duty period (each rotation).
Note: According to Appendix 1 to EU-FCL 1.220, B757 and B767 are reported on the same licence endorsement, but the symbol (D) reported on column 3 indicated that differences training is required, because B757and B767 are separated by the use of a line in column 2, the same for B737 EFIS (3/4/500) and NG (6/7/8/900). Therefore no other limitations apply. 5.2.5.2 Within Approved Grouping For operation of more than one variant or type within an approved grouping the following criteria must be met: A. The Flight Crew Members minimum experience level; B. Programmes for training and qualification for Flight Crew Members qualified on one type or variant for another type of variant will be specified in the Operations Manual, part D and approved by the Authority; Additional recency requirements that may be required by the operation in specific cases. 5.2.5.3 Reserved 5.2.5.4 Currency The requirements with regards to recurrent training and checking are the same for each type of aeroplane used and should be maintained current for each type. 5.2.5.5 Limitations For aeroplanes with a maximum certificate take-off mass exceeding 5,700 kg, or with a type certification for the carriage of more than 19 passengers, the Flight Crew Member should not fly aeroplanes in more than two separate approved groupings. 5.2 - FLIGHT CREW
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Before the flight crew commences conversion onto a new type or variant from a second approved grouping, specific ENAC authorisation must be obtained. 5.2.6 Qualifications and Grading Qualifications serve the following purposes: A. To give the Flight Crew Member a feedback on his general behaviour, attitude to work and leadership. B. To show the Flight Crew Member the quality of his work in relation to the required standard, with special emphasis on points that should be improved. C. To record the performance of a Flight Crew Member during: • a particular course, • a particular period, • a check. A Flight Crew Member having received a grading «not satisfactory» must be given an explanation to his qualification. Since Flight Crew Members must be in good physical and mental condition for flight duty, no subsequent claim of indisposition as an excuse for a grading «not satisfactory» can be accepted. Qualifications shall be treated confidentially. Qualifications and checks are established and put forward in written form by the responsible Instructor (TRI/SFI/LTI) or Check Pilot (TRE/SFE/LCC) in accordance with current forms and instructions. The signature of the Flight Crew Member on the check form means that note has been taken of the qualification but not necessarily agreement with the given grading. 5.2.6.1 Composition of Qualifications In general, a qualification consists of two parts: • A wording describing the performance and behaviour. • A grading. 5.2.6.2 Grading for Qualifications All qualifications are generally divided into two groups: • Satisfactory or Pass. • Not satisfactory or Failed. This separation clearly defines whether the requirements for passing a course, a check or renewal of license as required by the authority are fulfilled. Grading between satisfactory and not satisfactory are not tolerated. Problems in connection with the grading «satisfactory» shall be described in words. Tests are considered “Satisfactory” if the score is at or above 80%. 5.2.6.3 Definition of Grading The grading is defined as follows: A. Satisfactory or Pass The required company standard is achieved with due regard to performance, ability, general knowledge and behaviour. Errors and weak points, which, if accumulated, could lead to serious problems, have to be written down under “Remarks”. A marginal performance is temporarily acceptable only during line training and considering the level of experience of the trainee. B. Not satisfactory or Failed The required standard is not reached, overall result is poor and not acceptable.
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5.2.6.4 Consequences of Failure and Follow-up Actions Whenever the grading not satisfactory, failed or satisfactory with marginal performance is given as an overall grading, follow up action has to be taken by the Crew Training PostHolder. Additionally, if a «not satisfactory» has to be given as overall grading, any flight assignment except training flights of the Flight Crew Member concerned shall be cancelled and the follow up action has to be taken immediately. «Satisfactory» without «remarks» must be reached as final qualification: • after conversion course as Commanders and Co-pilots; • after command course from Co-pilot to Commander. 5.2.7 Flight Crews Training, Checking and Supervising These are the training course and the checks required by Air Italy to the Flight Crew Members, in accordance with all regulations (Italian regulations, EU-OPS 1 and EU-FCL): • Air Italy Conversion Course and Checks; • Route and Aerodrome Competence qualification; • Recurrent Training and Checking; • Pilot Qualification to Operate in either Pilot’s Seat and checking; • Familiarisation Training and Checks; • Command Course and Checks; • All Weather Operations Training and Checking; • Re-qualification Training and Checking; • TRE, SFE, TRI, SFI, and LTI Training and Checks; • ETOPS/MNPS/RVSM Training and Checking; • Dangerous Goods Training and Checks; • Security Training and Checks Since no System Panel Operators are employed on the Air Italy aeroplanes, System Panel Operator Training, Checking and Supervising are omitted. 5.2.7.1 Conversion Training and Checking Type Rating Training and checking must be conducted in an approved TRTO. The minimum standards of qualifications and experience required before undertaking a conversion training are specified in the appropriate paragraph of this manual. A flight crew shall complete an operator’s conversion course before commencing unsupervised line flying in the company: A. when changing aeroplane for which a new type of class rating is required; or B. when changing the Operator. The conversion training will be conducted by suitably qualified persons in accordance with a detailed course syllabus included in the Operations Manual, part D and accepted by the Authority. The amount of training required is determined after due note has been taken of the Flight Crew Member’s previous training and experience as recorded in his training and flight records. Details can be found in the Operations Manual, part D. 5.2.7.2 Route and Aerodrome Competence Qualification 5.2.7.2.1 Route Competence Qualification Depending on the complexity of the route as assessed by the State/FOPH, the following methods of familiarisation will be used: 5.2 - FLIGHT CREW
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A. For less complex routes, familiarisation by self briefing with route documentation or by means of programmed instruction; B. For more complex routes (e.g. routes over difficult terrain, and/or into special airposrts), in addition to sub-paragraph A above, at least an in-flight familiarisation is required whilst acting as Observer or Co-Pilot. For the purpose of re-qualification only, a pictorial review, simulator training or briefing by a LTC is acceptable. The Commander and other pilots eligible to be Pilot in Command (PIC) must hold a valid Route Competence Qualification covering the intended area of operations. Route Competence Qualification is valid for a period of 12 calendar months in addition to the remainder of: • The month of qualification or • The month of the latest operation on the route. Details can be found in the Operations Manual, part D. 5.2.7.2.2 Aerodrome Competence Qualification Aerodrome are categorised as detailed in the OM Part C Ch 2. Aerodrome Competence Qualification is valid for a period of twelve calendar months in addition to remainder of the month of qualification or the month of the latest operation on the route. Flight crew qualification required to operate into these categorised airfields are as follows: • Category A. Unrestricted to all Flight Crew Members who are in current operating practice and have an area competence coverage for the area in which the airfield is situated. • Category B. Airfields which require clearance by a briefing or self-briefing. Each Flight Crew Member must certify that his briefing or self-briefing has been completed before operating on that particular aerodrome. • Category C. Airfields which must be briefed and must be visited as Co-Pilot. Details can be found in the Operations Manual, part D. For the purpose of re-qualification only, a pictorial review, simulator training or briefing by a LTC is acceptable. 5.2.7.3 Recurrent Training and Checking Each Flight Crew Member must undergo recurrent training and checking for re-validation of the type rating combined with the re-validation of the instrument rating. The training and checking must be relevant to the type of class of aeroplane on which the Crew-member is certificate to operate. The recurrent training and checking programmes for Flight Crew Members are established in the Operations Manual, part D Ch 2.1 and approved by the Authority. 5.2.7.4 Either Pilot’s Seat Qualification and Checking Commanders whose duties also require them to operate in the right-hand seat and carry out the duties of a Co-pilot, or Commanders required to conduct training or examining duties from the right-hand seat, shall complete additional training and checking. The checking must be recurrent with the operator proficiency checks and acceptable to the Authority. The additional training must include at least the following: • an engine failure during take-off; • a one engine inoperative approach and go-around; 5.2 - FLIGHT CREW
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• a one engine inoperative landing Details can be found in the Operations Manual Part D. NOTE\ When engine out manoeuvres are carried out in the aeroplane, the engine failure must be simulated. When operating in the right hand seat, the checks required for operating in the left-hand seat must, in addition, be valid and current. A Pilot other than the Commander occupying the left-hand seat shall demonstrate practice of drills and procedures, concurrent with the Operator Proficiency Check, which would otherwise have been the Commander’s responsibility acting as pilot non-flying. Where the differences between left and right seats are not significant (e.g. because of use of auto-pilot) then practice may be conducted in either seat. It is Air Italy policy that Captain occupying right hand seat act only as PM (except for LTI, TRI and TRE) 5.2.7.5 Difference Training Differences training must be completed by a Flight Crew Member: • before operating another variant of an aeroplane of the same type or another type of the same class currently operated, or • when a change of procedures and/or equipment on types or variants currently operated requires additional knowledge and training on an appropriate training device. 5.2.7.6 Familiarisation Training Not applicable. 5.2.7.7 Command Course and Checks 5.2.7.7.1 Minimum Experience Levels For nomination as Commander the minimum experience levels must be met: First Officer to Commander For B757/B767 and Long Haul A/C at least, Total 5,000* Flight Hours For B737 and Short/Medium Haul A/C at least, 5,000* Total Flight Hours At least, Total Hours on FAR/EU 25 a/c 1,500* At least, total hours on Operator’s a/c 1,000* Successful completion of the Pre-Selection Successful completion of the Command Course * See 5.2.2 For Multi-Crew operations, the pilot must complete the Command Course prescribed below. 5.2.7.7.2 Command Course 5.2.7.7.2 Command Course The Command Course, specified in the Command Course Booklet (See Appendix C of OM Part D), include the following: A. Pre-Command Course; B. Training and checking LHS Simulator Training; C. Ground Course; D. Line Training phase 1; E. Simulator Training ; 5.2 - FLIGHT CREW
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F. Line Training phase 2; G. Line Checking phase; H. Simulator (Including LPC) and Final Line Checks; I. Probationary period (6 months); J. Final Simulator Check (Including OPC). Pilots joining as Captains perform the items B, C (Operator Conversion Course), E, F and a final line check. For the amount of LIFUS see OM Part D Appendix F . For Details of phase C and E See Chapter 2.1 of OM Part D. 5.2.7.8 Low Visibility Operations – Training and Qualifications 5.2.7.8.1 Low Visibility Take-off a. Low Visibility Take-Off is a Take-Off with RVR below 400 m and at or above 150 m RVR (Category A, B and C aeroplanes) or 200 m RVR (Category D aeroplanes). Prior to conducting low visibility take-off with RVR of less than 150 meters (Cat C) the Flight Crew Member shall undergo a training covering systems failures and engine failure resulting in continued as well as rejected take-off, as specified in the Operations Manual, part D. Air Italy Flight Crew Member will conduct this training during LVO Ground and Flight Simulator approved training. b. Low visibility take-off with RVR less than 150 m (200 m. Cat. D aeroplane) An operator must have the approval by the national authority to conduct low visibility take-off in less than 150m RVR (Category A, B and C aeroplanes) or 200 m RVR (Category D aeroplanes). For better understanding, refer to chapter 8.4 “Low Visibility Operations”. A specific training shall be carried out and a check must be completed. The training programme shall include ground training for low visibility operations, Flight Simulator and/or flight training. The Authority may approve such training in an aeroplane without the requirement for minimum RVR conditions. For more details, refer to the Operations Manual, part D. 5.2.7.8.2 Category II and III Approaches For the first CAT II and CAT III qualification a Commander must have: • 50 hours or 20 sectors as Pilot-in-Command on the type for which the qualification is required before performing any CAT II or CAT III approach; • until 100 hours or 40 sectors as Pilot-in-Command on the type have been achieved, 100 m must be added to the applicable CAT II or CAT III RVR minimum unless he has been previously qualified for Category II or III operations; • the Authority may authorise a reduction in the above command experience requirements for Flight Crew Members who have CAT II or CAT III command experience. Besides these requirements the Flight Crew Member must complete a CAT II or CAT III training and checking program, which consists of a theoretical and flying part. The theoretical training includes the equipment of the aeroplane, the required ground facilities and the Operations procedures and limitations. For more details, refer to the Operations Manual, part D. 5.2.7.9 ETOPS/MNPS/RVSM Training Refer to Operations Manual Part D.
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5.2.7.10 Re-qualification Training and Checking A pilot, who doesn’t meet the Recent Experience requirement as described in OM Part A section 5.2.4.1 and 5.2.4.2 must undergo a Re-Qualification. Re-Qualification Training and Checking is split in two parts: • Theoretical Training and Checking; • Aeroplane/Flight Simulator Training and Checking. 5.2.7.10.1 Theoretical Training and Checking. The First part of this type of Re-Qualification Training and Checking is Usually self made by the Flight Crew Member. The Review of the Operating Procedures and all of the Flight Operation Communications, Regulations, Dispositions (last two points) will be carried out normally by a TRI. The Checking phase of this type of Re-Qualification Training and Checking is conducted by a SFE or TRE. For more details, refer to the Operations Manual, part D. 5.2.7.10.2 Aeroplane / Flight Simulator Training and Checking. A SFE or TRE will carry out this part of the Training and Checking. The Aeroplane/Flight Simulator session will last usually 4 hours in a Full Flight Simulator (2 hours as PF and 2 hours as PM) or 1 hour in an aeroplane, but can be extended upon SFE/TRE judgement and is always introduced by a detailed briefing which will start 1h30’ earlier the Aeroplane/Flight Simulator start time and is followed by a de-briefing. During the briefing SFE/TRE will highlight the main emergency procedures. For more details, refer to the Operations Manual, part D. 5.2.7.11 TRE, SFE, TRI, SFI, LTI and GDI Training Refer to Operations Manual, part D. 5.2.7.12 Dangerous Goods Training Refer to Operations Manual Part A Sect. 9 and Part D. 5.2.7.13 Security Training Refer to Operations Manual Part D. 5.2.8 Records A Training Summary of the Flight Crew Member and all records of training, checking and qualification undertaken by a Flight Crew Member must be maintained by the Operator as prescribed in the Operations Manual, part A, Chaptr 2.1.4.2. (Documents Storage Periods for Flight Crew Records). Records of all conversion courses, recurrent training and checking must be made available to the Crew-member concerned on request.
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Index 5.3 Cabin crew ................................................................................................................ 1 5.3.1 Minimum Requirements........................................................................................ 1 5.3.1.1 Part-time Basis Cabin Crew............................................................................ 1 5.3.2 Senior Cabin Crew (CA1) ..................................................................................... 1 5.3.2.1 Experience...................................................................................................... 1 5.3.2.2 Responsibility.................................................................................................. 1 5.3.3 Cabin Crew........................................................................................................... 1 5.3.3.1 Cabin Crew during Familiarisation Flight (NC)............................................... 1 5.3.3.2 Flight Crew as Cabin Crew assigned duties ................................................... 1 5.3.3.3 Additional Cabin Crewmember ....................................................................... 2 5.3.4 Operation on more than one Type or Variant ....................................................... 2 5.3.5 Qualification and Gradings ................................................................................... 2 5.3.5.1 Requirements ................................................................................................. 2 5.3.5.2 Policy .............................................................................................................. 2 5.3.5.3 Purpose .......................................................................................................... 2 5.3.5.4 Composition of Qualifications ......................................................................... 2 5.3.5.5 Accountability.................................................................................................. 3 5.3.5.6 Grading for Qualification ................................................................................. 3 5.3.5.7 Definitions of Grading ..................................................................................... 3 5.3.5.8 Consequences of «(partly) NOT Fulfilled Qualifications» .............................. 3 5.3.6 Area Qualification ................................................................................................. 3 5.3.7 Cabin Crews Training, Checking & Supervising ................................................... 3 5.3.7.1 Crew Co-ordination Concept........................................................................... 3 5.3.7.2 Training Programmes ..................................................................................... 4 5.3.7.3 Initial Training ................................................................................................. 4 5.3.7.4 Conversion Training........................................................................................ 4 5.3.7.5 Differences Training........................................................................................ 4 5.3.7.6 Familiarisation Flights ..................................................................................... 4 5.3.7.7 Recurrent Training .......................................................................................... 4 5.3.7.8 Refresher Training .......................................................................................... 4 5.3.7.9 Senior Cabin Crew (CA1) Training ................................................................. 5 5.3.7.10 PAA and CAA Training ................................................................................. 5 5.3.7.11 Dangerous Goods Training........................................................................... 5 5.3.7.12 In-Flight Services (IFS) Training ................................................................... 5 5.3.8 Checking............................................................................................................... 5 5.3.9 Training Records .................................................................................................. 5 5.3.9.1 Document Storage Periods............................................................................. 5
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5.3 CABIN CREW 5.3.1 Minimum Requirements A cabin crewmember shall meet the requirements written in Section 5.1.3 of this manual. 5.3.1.1 Part-time Basis Cabin Crew When engaging the services of cabin crewmembers who are working on a freelance or part-time basis, the requirements contained in this chapter must be met. Particular attention will be paid to the total number of aircraft type or variants that a cabin crewmember may fly for the purpose of commercial air transportation, which must not exceed the requirements prescribed in EU-OPS and reported in the appropriate paragraph, including when his services are engaged by another operator. 5.3.2 Senior Cabin Crew (CA1) Whenever more than one cabin crewmember is assigned for a flight a Senior cabin crew (also named CA1) must be nominated. The operator will not appoint a person to the post of CA1 if the requirement as per paragraph 5.3.2.1 are not met. 5.3.2.1 Experience A Senior Cabin Crew (CA1) must have at least one year’s experience as an operating cabin crewmember and have completed the appropriate course (see Operations Manual, part D). 5.3.2.2 Responsibility The Senior Cabin Crew (CA1) is responsible to the Commander for the conduct and coordination of normal and emergency procedure(s) specified in the Operations Manual. During turbulence, in the absence of any instructions from the flight crew, the senior cabin crew member is entitled to discontinue non-safety related duties and advise the flight crew of the level of turbulence being experienced and the need for the fasten seat belt signs to be switched on. This should be followed by the cabin crew securing the passenger cabin and other applicable areas. The cabin crew is also responsible for the passenger handling and the service on board the aeroplane. 5.3.3 Cabin Crew All cabin crew will take all reasonable steps to ensure the safety and well being of passengers in both normal and emergency circumstances. Cabin Crew members are individually responsible for ensuring that their Cabin Crew certificates, medical, passports, visas, Cabin Crew Manuals, Booklets are updated. Cabin Crew support the Commander in the maintenance of a proper standard of crew discipline, conduct and personal appearance. 5.3.3.1 Cabin Crew during Familiarisation Flight (NC) After completion of initial training and prior to operate as one of the minimum required cabin crew, a cabin crewmember shall undertake familiarisation flight under the supervision of a Senior Cabin Crewmember (CA1) or training/check Cabin Crewmember. 5.3.3.2 Flight Crew as Cabin Crew assigned duties Air Italy Flight Crew members qualified on the specific A/C type are authorised to substitute Cabin Crew members in safety duties in case of unexpected lack of scheduled Cabin Crews. According to previous statement the following limitations will apply: The substituting Flight Crewmember will never act as Senior Cabin Crew;
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Flight Crewmembers committed as Cabin Crewmembers will be hierarchically submitted to Senior Cabin Crew authority while performing safety Cabin Crew duties; When not involved in safety Cabin Crew duties the Flight Crewmember will act in accordance with his/her normal crew qualification (all flight/service extended time limitation will apply). 5.3.3.3 Additional Cabin Crewmember The Authority may under exceptional circumstances require an Operator to include in the crew additional cabin crewmembers. The cabin crew may also include additional cabin crewmembers when required by the type of operation, i.e. training, upgrading, check-flights. 5.3.4 Operation on more than one Type or Variant A cabin crewmember shall not operate on more than three aeroplane types except that, with the approval of the Authority, the cabin crewmember may operate four aeroplane types, provided that the safety equipment and emergency procedures for at least two of the types are similar. Variant of an aeroplane type are considered to be different types if they are not similar in all the following aspect: Emergency exit operation; Location and type of safety equipment; Emergency procedures. Air Italy Cabin Crew members can operate, after receiving prescribed training on B737 and B757/767 5.3.5 Qualification and Gradings 5.3.5.1 Requirements Under Italian regulations issued by Authority, in order to carry out his job in flight, a Cabin Crewmember must hold a valid “Attestato di idoneità ad espletare, in qualità di addetto ai servizi complementari di bordo I compiti di emergenza e pronto soccorso di cui all’articolo 63 del DPR 18 Nov 1988n°566, secondo la normative nazionale DM467/T” with a valid medical certificate. 5.3.5.2 Policy Personal qualifications for all cabin crewmembers shall be performed through a cabin crewmember at least once a year, maintaining this in written form. The evaluated results as a potential that allows them to acknowledge and identify traits in performance development. The performance assessment is limited to a specific flight. 5.3.5.3 Purpose This check serves to pinpoint the personal location of the staff member while providing the quality of work delivered by a cabin crewmember. It is intention of the operator expand high standards of quality where possible and to continue to see lofty and challenging goals for ourselves in order to effect a permanent improvement in the sense of a constant dialogue and personal performance management. 5.3.5.4 Composition of Qualifications The qualifications consist of a wording, describing the following matter: attitude; performance; safety/security/emergency; communication; 5.3 - CABIN CREW
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overall impression. 5.3.5.5 Accountability The instruction personnel: acts exemplary; inspires confidence and reliability; proofs professional knowledge and sense of responsibility. 5.3.5.6 Grading for Qualification All qualifications are generally divided into two groups: Satisfactory or pass. Not satisfactory or fail. This separation clearly defines whether the requirements for passing a course, a check or renewal as required by the authority are fulfilled. Grading between satisfactory and not satisfactory or fail are not tolerated. Problems in connection with the grading «satisfactory» shall be described in words. Tests are considered “Satisfactory” or pass if the score is at or above 80%. 5.3.5.7 Definitions of Grading The grading is defined as follows: A. Satisfactory The required company standard is achieved with due regard to performance, ability, general knowledge and behaviour. Errors and weak points, which, if accumulated, could lead to serious problems, have to be written down under “Remarks”. A marginal performance is temporarily acceptable only. B. Not satisfactory The required standard is not reached, overall result is poor and not acceptable. 5.3.5.8 Consequences of «(partly) NOT Fulfilled Qualifications» Whenever the grading «not satisfactory» or «satisfactory» with marginal performance is given as an overall grading, follow up action has to be taken by the Crew Training PostHolder, in cooperation with cabin crew manager. Additionally, if a «not satisfactory» has to be given as overall grading, any duty assignment except training flights of the flight crewmember concerned shall be cancelled and the follow up action has to be taken immediately. 5.3.6 Area Qualification A cabin crewmember which has passed the initial training is qualified according to the aeroplane qualification in all of area of operation. 5.3.7 Cabin Crews Training, Checking & Supervising Before undertaking assigned duties each cabin crew must have completed the appropriate training as specified below and must have passed a check covering the training received in order to verify proficiency in carrying out safety and emergency procedures. All appropriate EU-OPS requirements are included in the training of the cabin crewmembers. The detail of all courses are reported on O.M. Part D 5.3.7.1 Crew Co-ordination Concept Flight crewmembers and cabin crews must have the necessary skills and knowledge to deal with different types of emergency and survival situations.
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The training contains general emergency procedures including first aid training, special procedures, crew co-ordination procedures and the use and description of the emergency equipment of the aeroplane the crewmember operates. Training shall cover instruction for correct use of all appropriate drills and procedures that could be required of crewmembers in different emergency situations. Training will emphasise the Crew Co-ordination Concept, one of the main points of which is communication. Effective two-way contact between flight crew and cabin crew is essential in an emergency situation. 5.3.7.2 Training Programmes All training program are reported on OM Part D 5.3.7.3 Initial Training All Cabin Crew Member before being employed by Air Italy must have a valid “Certificate” As ruled by the EU-OPS and the National Authority 5.3.7.4 Conversion Training Before undertaking assigned duties each cabin crew-member must have completed the appropriate conversion training as specified in the Operations Manual (and/or Cabin Crew Manual or OM Part D as applicable). Conversion training must be done according program in OM Part D Ch2.2. Cabin crewmember who has undergone to the Initial Training in the Air Italy TRTO doesn’t need to receive the conversion training (see Operation Manual Part D ). 5.3.7.5 Differences Training A differences training must be completed before operating: a variant of an aeroplane type currently operate; with different safety equipment location or normal and emergency procedures on currently operated aeroplane types or variants. Differences training is conducted according approved OM Part D 5.3.7.6 Familiarisation Flights After completion of conversion training each cabin crewmember undertakes familiarisation flights or 4 hours training in the aircraft on ground prior to operating as one of the minimum number of cabin crew required. The number of familiarisation flights required is prescribed by the cabin crew manager/crew training manager and shall be appropriate to the type of aeroplane and taking account of the cabin crewmember’s previous training and experience as cabin crewmember. 5.3.7.7 Recurrent Training According to ICAO and EU-OPS regulations cabin crews shall undergo Recurrent Training approved by the Authority every twelve months. For Detail see OM Part D 5.3.7.8 Refresher Training Refresher training is obligatory for a Cabin Crew-member after a period of absence from all flying duties for more than six months. Provided that the Cabin Crewmember has undertaken flying duties on another type of aeroplane, recent experience on a type which has not been operated for more than 6 months may be renewed by operating two re-familiarisation sectors during commercial operations on the type, instead of the complete refresher training on the type. In all other cases the flight crew-member must undergo Refresher Training before operating as a member of the minimum number of Cabin Crew required. 5.3 - CABIN CREW
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For Air Italy the refresher program is approved inside the Air Italy TRTO 5.3.7.9 Senior Cabin Crew (CA1) Training Refer to OM Part D 5.3.7.10 PAA and CAA Training PAA training must be completed by an approved TRTO. (for reference Air Italy TRTO) CAA training: program must by submitted to the Authority. All PAA and CAA under old regulations are recognised Instructor and Examiner under EU regulations 5.3.7.11 Dangerous Goods Training Refer to OM Part D 5.3.7.12 In-Flight Services (IFS) Training Refer to OM Part D 5.3.8 Checking Each Cabin Crewmember undergoes a check covering: conversion training; differences training; recurrent training; refresher training; Senior Cabin Crew (CA1) Training; CAA and PAA Training; Dangerous Goods Training; Security Training. in order to verify his proficiency in carrying out normal and emergency duties. The items to be checked are the same covered during the training programs. These checks must be performed by CAA 5.3.9 Training Records Records of all training and checking shall be maintained by the operator (Crew Training Post-Holder). The records of all conversion and recurrent training and checking should be available to the cabin crewmember on request. 5.3.9.1 Document Storage Periods The relevant records shall be retained by the designated company unit. See Chapter 2. (Document Storage Periods of Cabin Crew Records).
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Index 5.4 Training, Checking & Supervision Personnel.............................................................. 1 5.4.1 General ................................................................................................................. 1 5.4.1.1 Examiners – Flight Crew................................................................................. 1 5.4.1.1.1 Pre-requisites............................................................................................ 1 5.4.1.1.2 Multiple Roles ........................................................................................... 1 5.4.1.1.3 Compliance with EUs................................................................................ 1 5.4.1.1.4 Entries in the licence................................................................................. 1 5.4.1.1.5 Period of Validity ....................................................................................... 1 5.4.1.2 Type Rating Examiner (TRE).......................................................................... 1 5.4.1.2.1 Privileges .................................................................................................. 1 5.4.1.2.2 Requirements............................................................................................ 1 5.4.1.2.3 Revalidation and Renewal ........................................................................ 2 5.4.1.3 Synthetic Flight Examiner (SFE).................................................................. 2 5.4.1.3.1 Privileges .................................................................................................. 2 5.4.1.3.2 Requirements............................................................................................ 2 5.4.1.3.3 Revalidation and Renewal ........................................................................ 2 5.4.1.4 Instructors - Flight Crew................................................................................. 2 5.4.1.4.1 Pre requisites ............................................................................................ 2 5.4.1.4.2 Multiple Role ............................................................................................. 2 5.4.1.4.3 Credit towards further ratings.................................................................... 2 5.4.1.4.4 Period of Validity ....................................................................................... 2 5.4.1.5 Type Rating Instructor Rating (TRI) ................................................................ 3 5.4.1.5.1 Privileges .................................................................................................. 3 5.4.1.5.2 Requirements............................................................................................ 3 5.4.1.5.3 Revalidation and Renewal ........................................................................ 3 5.4.1.6 Synthetic Flight Instructor Authorisation (SFI) ................................................ 4 5.4.1.6.1 Privileges .................................................................................................. 4 5.4.1.6.2 Requirements............................................................................................ 4 5.4.1.6.3 Revalidation and Renewal ........................................................................ 4 5.4.1.7 Line Training Instructor (LTI)......................................................................... 5 5.4.1.7.1 Privileges .................................................................................................. 5 5.4.1.7.2 Requirements............................................................................................ 5 5.4.1.7.3 Revalidation and Renewal ........................................................................ 5 5.4.1.7.4 Ground Instructor (GDI) ............................................................................ 5 5.4.1.7.5 Privileges .................................................................................................. 5 5.4.1.7.6 Requirements............................................................................................ 5 5.4.2 Cabin Crew ........................................................................................................... 6 5.4.2.1 Qualification .................................................................................................... 6
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5.4 TRAINING, CHECKING & SUPERVISION PERSONNEL 5.4.1 General 5.4.1.1 Examiners – Flight Crew Three kinds of examiner for flight crew are recognised in Air Italy organisation: • Type Rating Examiner (TRE); • Synthetic Flight Examiner (SFE). • Line Check Captain (LCC) 5.4.1.1.1 Pre-requisites Examiners hold a licence and rating at least equal to the licence or rating for which they are authorised to conduct skill tests or proficiency checks and, unless specified otherwise, the privilege to instruct for this licence or rating. They are qualified to act as pilot-in-command of the aircraft during a skill test or proficiency check and meet the applicable experience requirements. The applicant for an examiner authorisation conducts at least one skill test in the role of an examiner for which authorisation is sought, including briefing, conduct of the skill test, assessment of the applicant to whom the skill test is given, de-briefing and recording/documentation. This 'Examiner Authorisation Acceptance Test' will be supervised by an inspector of the Authority or by a senior examiner specifically authorised by the Authority for this purpose 5.4.1.1.2 Multiple Roles Provided that they meet the qualification and experience for each role undertaken, examiners are not confined to a single role. 5.4.1.1.3 Compliance with EUs Examiners are authorised in accordance with EUFCL 1.030. The examiners must comply with appropriate examiners standardization arrangements made or approved by the authority. 5.4.1.1.4 Entries in the licence. In licences, where revalidation entries may be made by the examiner, the examiner will: • complete the following details: ratings, date of check, valid until, authorisation number and signature; • submit the original of the skill test/proficiency check form to the issuing Authority and hold one copy of the check form on personal file. 5.4.1.1.5 Period of Validity An examiner’s authorisation is valid for not more than three years. Examiners are re-authorised at the discretion of the Authority. 5.4.1.2 Type Rating Examiner (TRE) 5.4.1.2.1 Privileges The privileges of a TRE are to conduct: • skill tests for the issue of type ratings for multi-pilot aeroplanes (only in Air Italy TRTO); • proficiency checks for revalidation or renewal of multi-pilot type and instrument ratings; 5.4.1.2.2 Requirements The selection of Type Rating Examiner is performed between those that have experience of at least: 5.4 – TRAINING, CHECKING & SUPERVISION PERSONNEL
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5,000 Flying Hours total , of which a minimum of 1500 hours in multi-pilot aeroplane and 500 hours as pilot in command and • hold or has held a Type Rating Instructor rating or authorisation. The selection of TRE is established by Flight Operation Post Holder in accordance with Crew Training Post Holder and than proposed to ENAC. 5.4.1.2.3 Revalidation and Renewal Examiners are re-authorised at the discretion of the Authority. 5.4.1.3 Synthetic Flight Examiner (SFE) •
5.4.1.3.1 Privileges The privileges of a SFE are to conduct: • Type rating skill test (only in Air Italy TRTO); • Instrument rating; • Proficiency checks; on multi-pilot aeroplanes in a flight simulator. 5.4.1.3.2 Requirements The selection of Synthetic Flight Examiner is performed between those that: • Holds an ATPL; • Has completed not less than 1500 hours of flight time as a pilot of multi-pilot aeroplanes; • Is entitled to exercise the privileges of Synthetic Flight Instructor (SFI). 5.4.1.3.3 Revalidation and Renewal SFE are re-authorised at the discretion of the Authority. 5.4.1.4 Instructors - Flight Crew Four instructor categories are recognised in Air Italy organisation: • Type Rating Instructor (TRI); • Synthetic Flight Instructor (SFI); • Line Training Instructors (Captains) (LTI).; • Ground Instructor (GDI). 5.4.1.4.1 Pre requisites All instructors hold at least the licence, rating and qualification for which instruction is being given (unless specified otherwise) and are be entitled to act as pilot-in-command of the aircraft during such training. 5.4.1.4.2 Multiple Role Provided that they meet the qualification and experience requirements for each role undertaken, instructors are not confined to a single role. 5.4.1.4.3 Credit towards further ratings Applicants for further instructor ratings may be credited with the teaching and learning skills already demonstrated for the instructor rating held. 5.4.1.4.4 Period of Validity All instructor authorisations are valid for a period of three years. An applicant who fails to achieve a pass in all sections of a proficiency check before the expiry date of an instructor rating shall not exercise the privileges of that rating until the proficiency check has successfully been completed. 5.4 – TRAINING, CHECKING & SUPERVISION PERSONNEL
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5.4.1.5 Type Rating Instructor Rating (TRI) Air Italy is an operator of Multi Pilot Airplane, therefore all TRI/SFI are intended as TRI/SFI (MPA) 5.4.1.5.1 Privileges • The privileges of the holder of a TRI authorisation are to instruct licence holders for the issue of aeroplane type rating. • Act as instructor during line training. • Perform Recurrent simulator training. • Exercise the privileges of GDI. 5.4.1.5.2 Requirements An applicant for the initial issue of a TRI authorisation shall have: • successfully completed an approved TRI course at an approved FTO or TRTO; • completed at least 1500 hours flight time as a pilot of multi-pilot aeroplanes; • completed within the 12 months preceding the application at least 30 route sectors, to include take-off and landings as pilot-in-command or co-pilot on the applicable aeroplane type, or a similar type as agreed by the Authority, of which not more than 15 sectors may be completed in a flight simulator; and • conducted on a complete type rating course at least 3 hours of flight instruction related to the duties of a TRI on the applicable type of aeroplane and/or flight simulator under the supervision and to the satisfaction of a TRI notified by the Authority for this purpose. Before the privileges are extended to further MPA types, the holder shall have: • completed, within the 12 months preceding the application, at least 15 route sectors, to include take-off and landings as pilot-in-command or co-pilot on the applicable aeroplane type, or a similar type as agreed by the Authority, of which not more than 7 sectors may be completed in a flight simulator; • satisfactorily completed the relevant technical training content of an approved TRI course at an approved FTO or TRTO • conducted on a complete type rating course at least 3 hours of flight instruction related to the duties of a TRI on the applicable type of aeroplane and/or flight simulator under the supervision and to the satisfaction of a TRI notified by the Authority for this purpose. 5.4.1.5.3 Revalidation and Renewal For revalidation of a TRI authorisation, the applicant will, within the last 12 months, preceding the expiry date of the rating: • conduct one of the following parts of a complete type rating/refresher/recurrent training course: one simulator session of at least 3 hours; or one air exercise of at least 1 hour comprising a minimum of 2 take-off and landings; or • receive TRI refresher training acceptable to the Authority. If the rating has lapsed the applicant will have: • completed within the 12 months preceding the application at least 30 route sectors, to include take-off and landings as pilot-in-command or co-pilot on the applicable aeroplane type, or a similar type as agreed by the Authority, of which not more than 15 sectors may be completed in a flight simulator; 5.4 – TRAINING, CHECKING & SUPERVISION PERSONNEL
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successfully completed the relevant parts of an approved TRI course, agreed by the, taking into account the recent experience of the applicant; and • conducted on a complete type rating course at least 3 hours of flight instruction related to the duties of a TRI on the applicable type of aeroplane and/or flight simulator under the supervision and to the satisfaction of a TRI notified by the Authority for this purpose. 5.4.1.6 Synthetic Flight Instructor Authorisation (SFI) •
5.4.1.6.1 Privileges • The privileges of the holder of a SFI authorisation are to instruct licence holders for the issue of aeroplane type rating. • Perform Recurrent simulator training. • Exercise the privileges of GDI. 5.4.1.6.2 Requirements An applicant for SFI authorisation shall: • hold or have held a professional pilot licence issued by a JAA Member State or a non EU-FCL professional licence acceptable to the Authority; • have completed the simulator content of the applicable type rating course at an approved FTO or TRTO; • have at least 1500 hours flying experience as pilot on multi-pilot aeroplanes; • have completed an approved TRI course; • have conducted on a complete type rating course at least 3 hours of flight instruction related to the duties of a TRI on the applicable type of aeroplane under the supervision and to the satisfaction of a TRI notified by the Authority for this purpose; • have completed within a period of 12 months, preceding the application, a proficiency check on a flight simulator of the applicable type; and • have completed within a period of 12 months, preceding the application, at least three route sectors as an observer on the flight deck of the applicable type. If the privileges are to be extended to further types of multi-pilot aeroplanes the holder shall have: • satisfactorily completed the simulator content of the relevant type rating course; • conducted on a complete type rating course at least 3 hours of flight instruction related to the duties of a TRI on the applicable type of aeroplane under the supervision and to the satisfaction of a TRI notified by the Authority for this purpose. 5.4.1.6.3 Revalidation and Renewal For revalidation of a SFI authorisation the applicant will, within the last 12 months of the validity period of the authorisation : • conduct one simulator session of at least 3 hours as part of a complete type rating/refresher/recurrent training course or • have completed a proficiency check on a flight simulator of the appropriate type. If the authorisation has lapsed the applicant will have: • completed the simulator content of the applicable type rating course; • successfully completed an approved TRI course as agreed by the Authority; • conducted on a complete type rating course at least 3 hours of flight instruction related to the duties of a TRI on the applicable type of aeroplane under the supervision and to the satisfaction of a TRI notified by the Authority for this purpose. 5.4 – TRAINING, CHECKING & SUPERVISION PERSONNEL
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5.4.1.7 Line Training Instructor (LTI) 5.4.1.7.1 Privileges A Line Training Instructor (Captain) is authorised by Air Italy and accepted by the Authority, to perform his duties in flight only if seated on the left side unless qualified to operate from the right seat after the Either Pilot’s seat Operation Training. If qualified to operate from the right seat, the annual FFS and Line Checks must test his fitness to flight both from left and right seat. The privileges of a LTI are: • Fly as Pilot in Command with pilots (either Captain or First Officer) in “line flying” under supervision; • Fly as Pilot in Command during a Command Course, in accordance with the O.M., part D; • Give theoretical instructions to on-going training personnel as required by the O.M., part D. 5.4.1.7.2 Requirements An applicant for LTI must hold at least the licence, rating and qualification for which instruction is being given and are entitled to act as pilot-in-command of the aircraft during such training. An applicant for the initial issue of a LTI shall have: • successfully completed a one day of classroom training dedicated to methods and principles of instructions; • completed at least 1500 hours flight time as a pilot of multi-pilot aeroplanes; • completed within the 12 months preceding the application at least 30 route sectors, to include take-off and landings as pilot-in-command or co-pilot on the applicable aeroplane type, or a similar type as agreed by the Authority, of which not more than 15 sectors may be completed in a flight simulator. If the candidate meets the requirements highlighted above, the nomination will be submitted to the Authority. 5.4.1.7.3 Revalidation and Renewal Revalidation of a LTI is granted upon respecting the Operator Recurrent Training and Checking. If a LTI is expired, he shall meet the requirement as per paragraph above. 5.4.1.7.4 Ground Instructor (GDI) 5.4.1.7.5 Privileges A Ground Instructor(GDI) is allowed to teach Captains, First-Officers, Cabin Crew and other ground personnel only on the ground. 5.4.1.7.6 Requirements They must be appointed by the Crew Training post-Holder in agreement with the Flight Operation Post-Holder. Ground Instructors are flying and non flying personnel in charge of all ground instruction. In this task they operate under the Crew Training Post-Holder authority. To make theoretical instruction, the instructor must hold the appropriate type/class rating or having appropriate experience in aviation and knowledge of the aircraft concerned. Must be accepted by the Authority (ENAC)
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5.4.2 Cabin Crew 5.4.2.1 Qualification Cabin crewmembers in order to be nominated as CAA and/or as PAA must satisfy the professional qualification requirements established by Authority, as laid down in the relevant official documentation (i.e. DM 566/88 and DM 467T/92). Both special nominations are valid for a limited period (3 years) at the conditions detailed in the relevant official documentation and only if the cabin crewmember continues to work with same Operator and only if he maintains the “recency” for the specific type(s) of aircraft. The appointment will automatically cease upon changing the Operator or the type of aircraft. A. The job of a CAA (Controllore Assistenti di volo) is to perform recurrent and extemporary proficiency controls both on ground and in flight, as per appointment given «ad personam» by the Authority, upon specific request submitted by Crew Training Post-Holder, taking into account the judge of the Flight Operations PostHolder. B. The job of a PAA (Istruttore Assistenti di volo) is to instruct Cabin Crewmembers both on ground and/or in flight in order to reach the security requirements to work with a specific configuration of an aircraft type or to perform recurrent or extemporary training. The appointment of the PAA is released by the Authority upon specific request submitted by Crew Training Post-Holder, taking into account the judge of the Flight Operations Post-Holder.
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Index
5.5 Other Operations Personnel ....................................................................................... 1 5.5.1 Operations Personnel other than Crew Members................................................. 1
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5.5 OTHER OPERATIONS PERSONNEL 5.5.1 Operations Personnel other than Crew Members For training concerning Operational personnel other than Crew Members refer to applicable manuals . Note: due to peculiarity of duties covered by the OCC personnel some particular items must be covered as per detail of OCC Manual part 3. Is responsibility of FOPH and of the OCC manager to establish the criteria of training and verify the achieved level of proficiency. Any personnel other then Flight crew must not wear uniform while on board
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Part A Chapt. 6.0 Page i Rev. 6 30 May 10
Index CREW HEALTH PRECAUTIONS ..................................................................................... 1 6.1 CREW HEALT PRECAUTIONS............................................................................... 1 6.1.1 Statutory Requirements ...................................................................................... 1 6.1.2 Illness or Incapacitation ...................................................................................... 1 6.1.3 General Health ................................................................................................... 2 6.1.4 Medication, Drugs and Flying ............................................................................. 4 6.1.5 Diurnal Rhythm ................................................................................................... 5 6.1.6 Food Hygiene ..................................................................................................... 6 6.1.7 Eating in Flight .................................................................................................... 6 6.1.8 Food Poisoning Causes...................................................................................... 7 6.1.9 Tropical Areas .................................................................................................... 8 6.1.10 Bathing ............................................................................................................. 8 6.1.11 Tropical Diseases ............................................................................................. 8 6.1.12 S.A.R.S. (from World Health Organisation Report dated 14/08/2003) ............ 24 6.1.13 Cosmic Radiation Prevention ......................................................................... 25 6.2 HEALTH TROUBLES ON BOARD ..........................................................................1 6.2.1 General...............................................................................................................1 6.2.2 On Board Medical Kits ........................................................................................2 6.2.3 Birth and Death...................................................................................................2 6.2.4 Quarantine Regulations ......................................................................................4 6.2.5 Health Reports....................................................................................................4 6.3 DISINFECTING PROCEDURES ..............................................................................1 6.3.1 General...............................................................................................................1 6.3.2 Disinfecting Procedures......................................................................................2
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Index Crew Health Precautions ................................................................................................ 1 6.1 Crew healt precautions .......................................................................................... 1 6.1.1 Statutory Requirements ...................................................................................... 1 6.1.2 Illness or Incapacitation ...................................................................................... 1 6.1.2.1 While on duty: ............................................................................................... 1 6.1.2.2 While off duty: ............................................................................................... 2 6.1.3 General Health ................................................................................................... 2 6.1.3.1 Consumption/use of psychoactive substances ............................................. 2 6.1.3.2 Anaesthetics ................................................................................................. 2 6.1.3.3 Blood Donations ........................................................................................... 3 6.1.3.4 Underwater Swimming.................................................................................. 3 6.1.3.5 Requirement for Second Pair of Spectacles ................................................. 3 6.1.3.6 Hazardous Activities in Overseas Location................................................... 3 6.1.3.7 Hydraulic Fluids – Medical ............................................................................ 3 6.1.3.8 Immunisation ................................................................................................ 3 6.1.3.9 Surgical Operations ...................................................................................... 4 6.1.4 Medication, Drugs and Flying ............................................................................. 4 6.1.4.1 General......................................................................................................... 4 6.1.4.2 Commonly Used Medications with Adverse Effects...................................... 4 6.1.4.2.1 Hypnotics (Sleeping Tablets) .................................................................. 4 6.1.4.2.2 Antihistamines ........................................................................................ 4 6.1.4.2.3 Tranquillises, Antidepressants and Psychotic Drugs .............................. 4 6.1.4.2.4 Antibiotics ............................................................................................... 4 6.1.4.2.5 Analgesics (Pain Killers) ......................................................................... 5 6.1.4.2.6 Steroids (Cortisone, Prednisone, etc.) .................................................... 5 6.1.4.2.7 Motion Sickness Remedies..................................................................... 5 6.1.4.2.8 Anti Malarials .......................................................................................... 5 6.1.4.2.9 Anti Diarrhoeals, etc. .............................................................................. 5 6.1.4.2.10 Appetite Suppressants, «Pep» Pills, etc. .............................................. 5 6.1.4.2.11 Anti Hypertensives (Drugs for treating Blood Pressure) ....................... 5 6.1.4.2.12 Alcohol .................................................................................................. 5 6.1.5 Diurnal Rhythm ................................................................................................... 5 6.1.5.1 Diurnal Cycle of Rhythm ............................................................................... 5 6.1.6 Food Hygiene ..................................................................................................... 6 6.1.6.1 Food Poisoning............................................................................................. 6 6.1.6.2 Elimination of the Risk .................................................................................. 6 6.1.6.3 Perishable Food Avoiding............................................................................. 6 6.1.7 Eating in Flight .................................................................................................... 6 6.1.7.1 Meals in Flight............................................................................................... 6 6.1.7.2 Dehydration in Flight..................................................................................... 7 6.1.7.3 Cutlery on the Flight Deck ............................................................................ 7 6.1.7.4 Spilled Liquids on the Flight Deck................................................................. 7 6.1.8 Food Poisoning Causes...................................................................................... 7 6.1.8.1 Symptoms..................................................................................................... 7 6.1.8.2 Treatment ..................................................................................................... 7 6.1.9 Tropical Areas .................................................................................................... 8 6.1.10 Bathing ............................................................................................................. 8 6.1.11 Tropical Diseases ............................................................................................. 8 6.1 - CREW HEALTH PRECAUTIONS
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6.1.11.1 Transmission of Tropical Diseases ............................................................ 8 6.1.11.2 Protective Measures .................................................................................. 9 6.1.11.3 The Ciguatera ............................................................................................ 9 6.1.11.4 Amoebiasis............................................................................................... 10 6.1.11.5 Giardiasis ................................................................................................. 12 6.1.11.6 Other Intestinal Parasites ......................................................................... 12 6.1.11.7 Yellow Fever and other Viral Diseases .................................................... 20 6.1.11.8 AIDS AND HIV INFECTION ..................................................................... 22 6.1.11.9 Other Tropical Deseases.......................................................................... 24 6.1.12 S.A.R.S. (from World Health Organisation Report dated 14/08/2003) ........... 24 6.1.13 Cosmic Radiation Prevention ......................................................................... 25
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CREW HEALTH PRECAUTIONS 6.1 CREW HEALT PRECAUTIONS Note: a qualified doctor must prescribe any kind of drugs described in this chapter. 6.1.1 Statutory Requirements A. Every person applying for a licence or certificate to act in any capacity as a crewmember shall meet the medical requirements specified in the appropriate part of this order. B. The holder of a licence or certificate to act in any capacity as a crewmember shall not act in the capacity for which he is licensed during any period in which he is aware of any illness or decrease in medical fitness which might render him unable to meet, for the time being, the aforesaid medical requirements. The crewmember must notify immediately at any time he knows or suspects that is suffering from fatigue, or feels unfit to the extent that the flight may be endangered. C. The holder of a licence or certificate to act in any capacity as a crewmember shall make a declaration to the Authority: a. Immediately, of any accident that may occur during the performance of his duties, or of any accident that may otherwise occur to him and which involves any incapacity to work; b. Of any illness involving incapacity for work during ten days or more, as soon as the period of ten days has elapsed; c. Immediately, of any medical operation or investigation involving, in either case, incapacity for work; d. and shall not act in the capacity for which he is licensed until he has furnished a medical report, giving the nature or other cause of incapacity, the treatment received and his present condition and has, in the light of such report, either been medically re-examined and declared fit so to act or has been informed by the Authority that such medical reexamination is not required. D. The holder of a licence or certificate to act in any capacity as a flight crewmember may be required by the Authority to submit himself from time to time to further medical examinations carried out in accordance with arrangements approved by the Authority. 6.1.2 Illness or Incapacitation 6.1.2.1 While on duty: - Report to the Commander Any crewmember who becomes ill or incapacitated while on flight duty or during a stop over period at an outstation must report the matter to the Commander at the earliest opportunity. The Commander should immediately contact the Operations Department by the speediest means available. - Commander’s Awareness Commanders should be aware that a sudden deterioration in health might be an indication of the onset of a dangerous or infectious complaint. Carriage of a flight crewmember or other person who is ill could prejudice the Operator's position in several ways; A. international health regulations; B. liability to the staff member concerned; C. invalidation of the insurance of the aircraft; or D. significant decrease in the safety of the flight, where the number of available crewmembers must be reduced. 6.1 - CREW HEALTH PRECAUTIONS
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Commanders must therefore ensure that a doctor is called at the earliest opportunity to examine the crewmember concerned and a certificate must be obtained stating whether the individual is fit for duty, or alternatively, for travel. Whenever possible, such staff member should be positioned to Main Base as soon as permitted. Commanders are authorised to arrange any tests necessary to ascertain the condition of the individual concerned. - Written Report The Commander and the crewmember must submit a written report as soon as practicable after return to base. Commanders should arrange for the arrival time at base of any crewmember positioning because of illness to be notified in advance to the Flight Operations Post Holder. - Commander’s responsibility Commanders have an overall responsibility for ensuring that all of the crew are fit for duty, even if a report of sickness is not received. Where any doubt exists, a Commander must ensure that a doctor sees the individual concerned and that the report from the doctor is forwarded to Main Base, at the earliest opportunity. In the case of a Commander being incapacitated the normal devolution of command to the Co-Pilot applies. 6.1.2.2 While off duty: Anytime a Crew Member suffers from any injury or physical unfitness he must inform as soon as possible Air Italy. Air Italy, when it deems appropriate, will inform the Authorithy. 6.1.3 General Health 6.1.3.1 Consumption/use of psychoactive substances A crew-member or other persons involved in flight operations, shall not exercise his duties under the influence of psychoactive substances (i.e. substances that can produce mood changes or distorted perceptions in humans, to include, but not limited to, alcohol, opioids, cannabinoids, sedatives and hypnotics, cocaine, other psychostimulants, hallucinogens and volatile solvents; coffee and tobacco are excluded). The consumption/use of psychoactive substances is strictly prohibited unless a medical doctor has determined that such consumption/use is absolutely necessary in the interest of his patient’s health. However, in such extremely rare cases, the crew member concerned shall commence flight duty only if an approved physician (flight surgeon) has certified that the physical and mental fitness for such duty is not being impaired. The crew members that are identified as engaging any kind of problematic use of psychoactive substances (i.e. the use of one or more psychoactive substances by aviation personnel in a way that: either constitutes a direct hazard to the user or endangers the lives, health or welfare of others, and/or causes or worsens an occupational, social, mental or physical problem or disorder) will be removed from their safety-critical functions. The re-instatement to crew member duties is possible only after the cessation of the problematic use and upon determination by medical certification of the Aeronautical Medical Authority that the continued performance is unlikely to jeopardize safety.” 6.1.3.2 Anaesthetics Flight crew must not operate: within 48 hours following any general anaesthetic; within 24 hours following any local anaesthetic. 6.1 - CREW HEALTH PRECAUTIONS
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6.1.3.3 Blood Donations Crew members may act as blood donators, but must ensure that no blood is given in the 48-hour period before planned flying duty period or commencing of stand-by duty. 6.1.3.4 Underwater Swimming Crewmembers whose sporting activities include deep sea diving to a deep not exceeding 33 ft (10 m) will not fly within 12 hours of completing such diving activity. If the deep exceed 33 ft (10 m), 24 hours must elapse before undertaking flying duties. 6.1.3.5 Requirement for Second Pair of Spectacles All pilots who are required by the licensing authorities to wear corrective lenses in order to satisfy the visual requirements laid down for the granting of licences, are required to carry a spare pair of spectacles with them on all occasions when operating under their licence. 6.1.3.6 Hazardous Activities in Overseas Location Crew members must not engage, within a reasonable timeframe of the next departure, in hazardous sports or activities in overseas locations. This is to avoid jeopardising a series of flights, in the event the Crew member is rendered unfit to operate. A reasonable “timeframe” relates to the ability of Crewing to replace the Crew member who depends on the location and frequency of positioning flights. A time of 48 hours before the next duty report time should be used in the absence of other guidance. Hazardous activities include any Winter sports, sub-aqua breathing equipment and exotic activities such as bungee jumping and white water rafting which expose Crew members to a higher than normal risk of injury. 6.1.3.7 Hydraulic Fluids – Medical A. Contamination of human tissue by hydraulic fluid can have serious effects particularly if the fluid should contact the eyes. If there is any possibility of this, eye protection will be worn. The flight deck smoke goggles are ideal for this purpose. B. If eye contamination should occur, copious irrigation of the eye with clean water should be started immediately and continued until qualified medical aid is available. Even with small splashes, failure to follow this procedure could result in serious and possible irreversible damage to the cornea. Medical advice is that sterile saline solution or sterile water are the preferred options for first aid eye irrigation but, in an emergency, tap water or milk can be used to good effect. It is highly likely the consulted medical practitioner will insist on immediate attendance at a casualty hospital for ophthalmic examination. In the event qualified medical aid is not available or will be delayed, then this action should be taken by attending Crew members. The specification of any fluid causing contamination will be required and can be obtained from the Technical dept. 6.1.3.8 Immunisation Inoculations against Cholera or other communicable diseases should be completed before departing from base when it is anticipated that the Crew member concerned is proceeding to, or passing through, Countries where proof of such inoculations is required by published regulations. Aircrew are reminded that it is a Company requirement that they have a valid Yellow Fever Certificate at all times. Medical advice is to be sought concerning the period to be observed before returning to flying duties following immunisation. 6.1 - CREW HEALTH PRECAUTIONS
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6.1.3.9 Surgical Operations See Sect. 6.1.1.. 6.1.4 Medication, Drugs and Flying 6.1.4.1 General It should hardly be necessary to stress that aircrew should not undertake flying duties whilst under the influence of any drug or drugs which may adversely affect performance. Crew Members should know that many commonly used drugs have side effects liable to impair judgement and interfere with performance. When in doubt crewmembers should seek the advice of a suitably qualified doctor to establish whether medication being taken precludes flight duties or not. In cases where a crewmember is taking medication he could well ask himself the following questions: A. Do I feel fit to fly? B. Do I need any medication at all? C. Have I had a trial of this particular medication on the ground for at least twenty-four hours before flight, to ensure it will not have any adverse effects on my flying ability? Crew Members can be submitted at any time to a medical check in order to verify their fitness. Those who are identified as engaged in any kind of problematic use of psychoactive substances must be removed from any operational functions. 6.1.4.2 Commonly Used Medications with Adverse Effects The following are some of the types of medication in common use, which may impair reactions. 6.1.4.2.1 Hypnotics (Sleeping Tablets) Use of hypnotics by aircrew is discouraged. All hypnotics have a hangover to a greater or lesser extent. They may dull the senses, cause confusion and slow reactions. Aircrew must have advice before using hypnotics. Some newer preparations are now available with quite short half-life but there is no absolutely safe sleeping tablet. 6.1.4.2.2 Antihistamines All antihistamines can produce side effects such as sedation, fatigue, and dryness of the mouth. Quite commonly they are included in medication for treatment of the common cold, hay fever and allergic rashes or reactions. Some nasal sprays and drops may also contain antihistamines. Flight crew should not use these drugs for 1-2 days prior to flight duty. 6.1.4.2.3 Tranquillises, Antidepressants and Psychotic Drugs All these types of drugs preclude aircrew from flight duties because of the underlying condition for which they are being used as well as the possible side effects resulting from them. Flight duties should not be resumed until treatment with these types of drugs has been discontinued and until the effects of the drugs have entirely worn off. This can take several days in some instances. 6.1.4.2.4 Antibiotics The underlying condition for which antibiotics are being taken may prevent a pilot from flying. Most antibiotics are compatible with flying however. Streptomycin is a notable exception. Obviously, where any hypersensitivity is feared, the suspect antibiotic must not be used. A pilot should have previous experience of the antibiotic prescribed, or alternatively, have a trial of it for at least twenty-four hours on the ground before using it during flight duties.
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6.1.4.2.5 Analgesics (Pain Killers) A lot of the more common analgesics are available without prescription. The milder ones of small dosage can be considered safe. With a lot of analgesics and anti-inflammatory agents there is risk of gastric irritation or haemorrhage. Ideally doctors' advice should be sought before using these. 6.1.4.2.6 Steroids (Cortisone, Prednisone, etc.) Use of steroids, with few exceptions, precludes flight duties. 6.1.4.2.7 Motion Sickness Remedies As these preparations may cause drowsiness and blurring of vision aircrew must not take them. 6.1.4.2.8 Anti Malarials Certain commercially available anti-malarial products contain certain drugs, which may produce serious side effects. The advice of a doctor should be obtained before taking any product other than Paludrine or Maloprim in recommended dosage. 6.1.4.2.9 Anti Diarrhoeals, etc. As a lot of medications used in treating symptoms of gastritis and enteritis (diarrhoea) may cause sedation, blurring of vision, etc., great care must be exercised in their usage by aircrew. Consult a suitably qualified doctor before using any such preparations. In most cases grounding for a time may be necessary. 6.1.4.2.10 Appetite Suppressants, «Pep» Pills, etc. These preparations can affect the central nervous system and must not be taken during flight duties. 6.1.4.2.11 Anti Hypertensives (Drugs for treating Blood Pressure) Previously, drugs from this group precluded flight duties. In more recent times certain well identified therapeutic agents, small in number, have been accepted as compatible with operation of a flying licence. The drugs concerned are certain of the diuretic group and a few from the beta-blocker range. Only a doctor experienced in aviation medicine should prescribe them and sufficient time must be allowed to assess suitability and freedom from side effects before resumption of flight duties. 6.1.4.2.12 Alcohol It is worth mentioning that the most commonly used and most freely available drug of all is of course alcohol. In addition to the stringent rules with respect to the consumption of alcohol before flight, it should also be emphasised that alcohol combined with sleeping tablets, sedatives, tranquillisers, etc., is of course a most undesirable and dangerous combination. The aforementioned are some of the more commonly used drugs and medications. There are many others and when in doubt about the suitability of these a flight crewmember should consult a doctor, ideally one with some understanding of aviation. 6.1.5 Diurnal Rhythm 6.1.5.1 Diurnal Cycle of Rhythm It is a well-established fact that the human body has a diurnal cycle of rhythm. This means that its chemical, psychological and physiological activity is high during normal waking hours, and is low during normal sleeping hours. They reach the lowest point at about 4.00am. Flight across time zones, that is either east-west or west-east, may interrupt the diurnal cycle. However, there is no proof that this is harmful to health. To minimise the tiring effects of interruption to their day-night biological cycle, flight crew are advised: A. when away from home, to adhere as much as possible to home time for sleeping, eating and bowel function; 6.1 - CREW HEALTH PRECAUTIONS
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B. to take adequate rest before flight; C. to eat light snacks at three or four hourly intervals to increase alertness. 6.1.6 Food Hygiene 6.1.6.1 Food Poisoning Cases of acute food poisoning in the air continue to occur sporadically and surveys of incapacitation of flight crew in flight show that of these cases, gastro-intestinal disorders pose by far the commonest threat to flight safety. Any food which has been kept in relatively high ambient temperatures for several hours after preparation should be regarded with extreme suspicion since even severe contamination is rarely obvious. This applies particularly to the cream, pastry, or trifle type of dessert, which is commonly part of a set aircraft meal. Also, very thorough cooking is necessary to destroy food poisoning organisms and the toxins they produce and this is rarely achieved in the reheating process usually used in aircraft for the main course of a meal. Since the most acute forms of food poisoning frequently come on suddenly 1 - 6 hours after contaminated food is eaten, common sense rules should be observed as far as practicable in respect of meals taken within 6 hours of a flight. In particular shellfish, especially mussels and oysters which have an ability to concentrate poisoning organisms in the edible part of their flesh, should be avoided. 6.1.6.2 Elimination of the Risk In order to eliminate, as far as possible, the risk of food poisoning, the operating crew on any aircraft should, as far as circumstances permit, partake of different food, prior to the commencement of any flight and during its subsequent operation. Cases may arise where no choice is available for the vegetable or dessert courses, but each pilot must partake of a different fish or meat course. Where the choice is not limited, it is recommended that each pilot take a completely different meals. NOTE. No other illness can put a whole crew out of action so suddenly and so severely, thereby immediately and severely endangering a flight, as food poisoning. Hence the justification for advising that the crew, and the Commander and co-pilot in particular, should not partake of the same dishes before or during a flight. 6.1.6.3 Perishable Food Avoiding For aircrew before and during flight it is essential to avoid eating easily perishable foods as well as foods and drinks served cold. This is most important with milk and cream products, mayonnaise, sauces, salads, meat pies and other meat products. 6.1.7 Eating in Flight 6.1.7.1 Meals in Flight To reduce the risk of both the Commander and his co-pilot being incapacitated in flight due to food poisoning, a choice of meals is provided and different meals must be taken by the pilots The following arrangements have been made: A. on services where a hot meal is provided on board, there will be alternative main courses; B. light refreshment trays will be covered in wrapping film to provide improved hygiene; Hot meals should normally be consumed within three hours of departure from the station where the meals were uplifted. On those occasions where it may be necessary to choose 6.1 - CREW HEALTH PRECAUTIONS
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meals from a passenger menu, including positioning flights to be followed within 24 hours by an operating sector, the Commander must, in so far as is possible, take care that there is no item common to meals eaten by himself and his co-pilot. 6.1.7.2 Dehydration in Flight Adequate fluid should be taken on flight duty to combat the drying effect on the body of the low humidity of cabin air at altitude. To combat the symptoms of dehydration, which include dryness of the nose, mouth and throat and general tiredness, there should be a generous intake of clear fluids. It has been suggested that this intake should be in the region of 4 pints (approximately 1.6 litres) in every 12 hours of flying duty. Coffee, tea and carbonated drinks should be generally avoided as they are diuretics and thus by stimulating kidney function can further increase the loss of fluid from the body. 6.1.7.3 Cutlery on the Flight Deck Great care must be taken of cutlery on the flight deck. A lost item could cause a serious situation if it should find its way into the mechanism of the flight controls. Any loss on the flight deck of cutlery or similar items must be reported in the Technical Log. 6.1.7.4 Spilled Liquids on the Flight Deck Spilled liquids can cause the malfunction of electronic equipment and great care must be exercised in their handling on the flight deck. Flight crew are also reminded of the possible corrosive effects of spilled salt and of the possible damage, which may be caused by spilled sugar. Any spillage on the flight deck which might have harmful consequences must be reported in the Technical Log. 6.1.8 Food Poisoning Causes Unlike other infectious intestinal diseases food poisoning is not caused by a germ but by poisonous substances (toxins). When food is contaminated by germs or organisms, these germs multiply very rapidly and they reproduce these poisonous substances or toxins. These toxins are tasteless and cause no unpleasant odours. Although the original germs that produce the toxins may be destroyed by cooking, toxins are very resistant to heat and may not be completely destroyed by cooking. Particularly suitable media for the production of toxins are milk products, sauces, creams, aspic, meat pies, etc. Certain prerequisites are necessary before toxins are produced: A. suitable media; B. contamination of the media; C. an optimum temperature for the growth of the organism 85°F to 95°F(29.5 °C to 35°C). Hence the importance of refrigeration of perishable foods. 6.1.8.1 Symptoms The character and severity of the symptoms depend on the nature and dose of the toxin and the resistance of the patient. Onset is sudden. Shortly after ingestion of the contaminated foodstuffs (at the latest within hours), malaise, nausea, vomiting, abdominal cramps, intestinal gurgling, diarrhoea and varying degrees of prostration may be experienced. In severe cases diarrhoea is intense and may contain blood and mucus. 6.1.8.2 Treatment Bed rest with convenient access to bathroom, commode or bedpan is desirable. Severe cases should be hospitalised and all cases should be seen by a doctor.
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6.1.9 Tropical Areas In tropical and in other areas where there is doubt in respect of hygiene standards the following advice should be followed. Fruit: Avoid raw fruit without peel. Use fruit that can be peeled. Safe fruit - oranges, bananas, mangoes, pineapples, etc. Wash fruit before peeling. Wash grapes before eating. Salads and Raw Vegetables: Do not eat salads or raw vegetables. To do so one runs the risk of worm infestation or of contracting amoebic dysentery. Meats: Eat only fresh meat which has been freshly cooked. Avoid raw or cold meats. Fish: Eat only fresh fish freshly cooked. Avoid shell fish especially oysters. 6.1.10 Bathing Only purified pools or open sea should be used for bathing. Fungus diseases are common in hot humid climates. Therefore, when bathing, it is advisable that ears are plugged with cotton wool to prevent fungus infection of the ear canal. Shoes should be worn at the pool side to avoid fungus infection of the feet. 6.1.11 Tropical Diseases Tropical diseases are not confined entirely to the tropics but can occur almost anywhere. However, their incidence and frequency are influenced by local factors. The real tropical diseases are those transmitted by vectors (mosquitoes, flies, rats, etc.) living only in very hot climates. They are mainly: Malaria Filariasis Yellow Fever Tick Typhus Trypanosomiasis Kala-Azar, etc. Some of the so called tropical diseases were once worldwide. Because of better sanitation and general hygiene measures these diseases have been eradicated in may parts of the world. They are now mainly prevalent in the tropical and sub-tropical countries. They are mainly: Smallpox Trachoma Plague Intestinal Parasites Cholera Bilharziasis Typhus, etc. 6.1.11.1 Transmission of Tropical Diseases Tropical diseases are mainly transmitted in the following ways: A. through insect stings or bites; B. through healthy skin by other parasites; 6.1 - CREW HEALTH PRECAUTIONS
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C. through food and drink; D. from the ground; E. person to person. The following insects transmit disease: a. Mosquitoes: transmit Malaria, Yellow Fever, Dengue Fever, and Sandfly Fever. b. Tsetse Fly (Central Africa): transmits sleeping sickness. c. Lice: transmit Typhus, Relapsing Fever, Spotted Fever. d. Rat Fleas: transmit plague. 6.1.11.2 Protective Measures The most effective means of preventing malaria is to avoid contact with mosquitoes. The following precautions should be taken after dusk: A. slacks and long slaved shirts buttoned at the neck should be worn; B. insect repellent should be applied every three to four hours, and more frequently if perspiring, to the face, neck, hands, legs and ankles if uncovered; C. native quarters, which frequently harbour malaria infected mosquitoes, should be avoided; D. in the absence of air conditioning or mosquito screened windows in the bedroom, a taut mosquito net should be used over the bed and the room sprayed with an insecticide aerosol before retiring. Whether there is air conditioning or not, the room should be sprayed if there is any evidence that mosquitoes are present. The following diseases are contracted through the skin: Bilharzia: Aquatic snails act as intermediaries. The larvae of worms pass from such nails into the water and on contact with the skin into the human body. Weil's Disease: The germs of this disease are excreted in rats' urine. They can penetrate the skin of bathers. Fungus Diseases: The fungus is present in tropical and sub-tropical inland waters, in shallow rivers and lakes, hardly ever in sea water. Therefore inland water should be avoided and the following advice heeded: Bath only in pools with purified water or in the sea; Use cotton wool ear plugs; Wear shoes when walking around the pool. 6.1.11.3 The Ciguatera “The Ciguatera” (in the Caribbean and Pacific), or “The Itch” (in New Caledonia) is a poison typical of the tropical maritime area associated with the consumption of a large variety of fish living in coral habitats. These fish will have accumulated the toxin within their bodies by the absorption of Algae through the food chain. The microorganism producing the toxin is photosynthetic and although the important one is the Ciguatoxin other types have been discovered which explain the variety of symptoms present after eating various species of fish (herbivorous or carnivorous). The Ciguatoxin is stable with respect to heat and soluble in fat. In the U.S.A. it is the most common form of food poisoning from fish: Some authorities calculate the incidence of illness to be 5 cases per 10000 individuals with a seasonal predominance in the late spring and summer. The biggest concentration of fish carrying the toxin is the Caribbean and South Pacific. Fine algae are eaten by tropical fish. When they are in turn eaten by other fish the toxin begins to accumulate in these larger fish. In general the larger the fish the longer it has had to accumulate more of the toxin. The toxin concentrates in the gut, skin, muscles and 6.1 - CREW HEALTH PRECAUTIONS
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entrails. It concentrates in the liver 50-100 times more than elsewhere and remains there for a number of years. As previously mentioned the bigger the fish the higher the accumulation of toxin. Fish larger than 5 Kg always carry it, 69% of those over 2.8 Kg do, whilst fish smaller than this only carry the toxin in 18% of cases. Where the habitat of the fish has been disturbed by human or natural causes the algae becomes more prolific and the problem becomes worse. This is likely to occur after hurricanes, dredging, construction work, etc. Clinical Characteristics The clinical symptoms of intoxication can be divided into three groups: gastrointestinal, neurological and cardiovascular. The gastrointestinal symptoms are the first to appear. They are similar to a viral infection. The individual may experience Diarrhoea, Vomiting, Nausea and Stomach pains: These symptoms will normally appear 3-6 hours after ingestion of contaminated fish; however cases are on record where this time interval has been as little as on hour or as much as a day. The shorter the interval the more serious the illness. In general the gastrointestinal symptoms will subside in 1-2 days. The neurological symptoms begin around 12 hours after ingestion. Characteristics are numbness in the mouth and extremities, muscular pain and weakness. Pain can impede movement. Other symptoms may include vertigo, metallic taste in the mouth, anxiety, nervous restlessness, cramp, muscular spasms, hypertension and hallucinations. One symptom is the inversion of the feeling of hot and cold. This symptom is extremely important for diagnosis as is persistent itchiness. These latter symptoms may last for weeks or months. The cardiovascular symptoms are a slow heartbeat (40-50 beats/min), hypertension resulting in heart blockage or high blood pressure and irregular heart beat. The neurological symptoms are the most persistent and can endure for months or even years. The Ciguatera can be fatal. In 1% of hospital cases the patient dies although this percentage can be as high as 20% if the symptoms are more grave. Death is due to muscle paralysis and respiratory failure or through grave dehydration if treatment is not started quickly. Conclusion The Ciguatera varies in symptoms and intensity. If there is a long gap between the gastrointestinal and neurological symptoms then it may not be diagnosed correctly. Instructions should be given to doctors that you have been in the tropics. Remember that the inverted sensation of hot & cold the characteristic itching of the skin are most important for diagnosis. Recommendations: Do not eat fish in this area unless they are under 2Kg. Do not eat Moray Eel. Eat only small quantities of fish. Eat fish from open water rather than from lagoons. Be careful that the fish you eat is not a fillet from a larger fish. Cooking does not deactivate the poison. Obtain local knowledge. 6.1.11.4 Amoebiasis
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This parasitic infection primarily of the digestive tract can be associated with manifold symptoms. Most infections do however cause no harm at all, and in time the amoeba disappear spontaneously from the bowel. Occasionally they can persist for many years, however. As amoeba can be detected quite frequently in stool specimens, they are often alleged wrongly for all kind of troubles. There are many different species of amoeba which look very similar under the microscope, but only one species, Entamaoeba histolytica, can cause disease. Definition Any colonisation of the bowels with E. histolytica - causing symptoms or not -is called intestinal amoebiasis. This term means that there is an infection, but not necessarily a disease. Causative Parasite and Transmission Cysts of amoeba (its encapsulated form) are excreted in the stool and can contaminate water and foodstuff exposed to it (e.g. lettuce by the use of human manure). If large numbers of cysts are swallowed by another person (e.g. with contaminated water or salad), intestinal infection occurs. Development and Disease If cysts of amoeba get into the small bowel they develop first into mobile, sluggishly moving so-called trophozoites. Moving downstream the ' whole length of the bowel, they multiply and finally become encysted again before leaving the human host with the stool. During this usual development they may cause slight diarrhoea or abdominal discomfort. Only a small proportion -about 10%-of E. histolytica is able to penetrate into the mucosal wall of the large bowel, thus causing ulceration and inflammation (called amoebic colitis), which leads to the severe symptoms of bloody mucous diarrhoea (called amoebic dysentery). Amoebic dysentery is associated only with slight fever, if at all. By penetrating the intestinal wall, amoeba can occasionally get access to small blood vessels and be swept away into distant organs, mostly the liver, where they can cause an amoebic liver abscess. This rare complication can be recognised quite easily by an experienced physician who knows this disease by today's diagnostic technique, and drug treatment for it is safe and effective. Symptoms Suggesting Intestinal Amoebiasis Amoebic dysentery Its symptoms are severe diarrhoea with discharge of bloody and/or mucous stools, abdominal pain, no or low-grade fever. Similar symptoms show in ulcerative colitis, which has nothing to do with amoebiasis. Chronic intestinal amoebiasis Mostly recurrent episodes of diarrhoea, not necessarily associated with blood/mucous. This type of diarrhoea may have different causes, and even the presence of amoeba in the stool does not definitely prove their responsibility for this condition. Post-amoebic irritable bowel syndrome Alternation of light diarrhoea and constipation, associated with colicky abdominal pain and bloating. A harmless condition, where no amoeba can be found in the stool may occur after any kind of intestinal infection or even (and more often) without any precipitating infection at all. Does not need antiamoebic or antibiotic treatment and often only some modification of eating habits. 6.1 - CREW HEALTH PRECAUTIONS
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Diagnosis The microscopical examination of a small sample of spontaneously produced stool, preserved in a special fixative solution is a method both reliable and convenient for the patient. The formerly used provocation tests have been shown not to give better diagnostic results. Some new methods are currently under investigation. The correct laboratory diagnosis request a very solid experience of the examiner.
Treatment The treatment of amoebiasis has become quite simple with the today's drugs. Side-effects are rare, and only by exception does a second treatment course become necessary. The usual duration of the treatment (by oral drugs) is in the order of 5 to 14 days.
Prophylaxis No vaccination is available, and no chemoprophylaxis by any drug can be recommended. The greatest possible reduction of the risk of infection is through avoidance of contaminated foods and drinking water, cleanliness in catering, washing of hands etc. 6.1.11.5 Giardiasis An intestinal infection which is in many aspects similar to amoebiasis. Causative Agent Giardia lamblia (G. intestinalis) is a protozoan parasite which can be detected only by microscopical examination of stool (or duodenal content). Because Giardia lamblia live in the upper small bowel (in contrast to amoebia which prefer the large bowel) and because they never invade the mucous membrane, they do not cause bloody diarrhoea, but are commonly associated with gastric discomfort and nausea. The infection is not restricted to tropical countries, and has been shown to be transmitted in many temperate regions (e.g. USA/Eastern Europe and others). Disease Spectrum Ranging from no symptoms at all to severe watery diarrhoea, often associated with bloating and nausea. There is no fever. There are no complications by infection of organs outside the bowel. Because the resorption of certain components of nutrition may be impaired, wasting can be a feature of prolonged infection. Diagnosis Only by microscopical examination of stool or samples from duodenal content. The symptoms alone may permit to suspect giardiasis, but never allow to be sure about the diagnosis. Treatment For treatment some of the drugs can be used which are also active against amoebiasis. A single-dose treatment may be sufficient to cure the infection. Prevention as for Amoebiasis. As for amoebiasis. 6.1.11.6 Other Intestinal Parasites There are some other intestinal parasites which may also cause diarrhoea, nausea and abdominal pain - sometimes for a prolonged period of time. Cyclospora A recently recognised agent, mainly acquired in parts of Asia. Cryptosporidia, Microsporidia 6.1 - CREW HEALTH PRECAUTIONS
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These agents may cause prolonged and intensive diarrhoea, but only in immunocompromised hosts (e.g. if the body's defence mechanisms are suppressed as a consequence of HIV infection). Blastocystis This is a frequently recognised inhabitant of the intestinal tract. There is no definite proof so far that it can cause diarrhoea Helminths (worms) They rarely cause diarrhoea, but more often nausea. The eggs of worms may be detected by careful microscopical stool examination, and blood tests may be helpful to indicate possible worm infection. A. TRAV ELLERS' DIARRHOEA A high proportion of visitors to tropical countries experience one or several short episodes of diarrhoea, mostly lasting only a few days, even without treatment. Although a number of different kinds of bacteria and viruses cause this disease, it rarely needs a specific (i.e. antibiotic) treatment, because the body's own defence mechanism is able to eliminate them. Transmission Ingestion of the causative organisms with contaminated foodstuff and beverages. Incubation Time Usually only some hours to a few days. Symptoms Acute watery diarrhoea with abdominal cramps, often preceded or accompanied initially by nausea, vomiting, fever. The symptoms usually subside within one or a few days. If bloody diarrhoea occurs and the fever continues, a complicated infection must be suspected. Due to the loss of fluid, dizziness and even collapse can occur. Treatment As in many case of diarrhoea, it is most important to generously replace the fluid lost: Drinking tea with sugar, alternating with stock or light soups, supplemented by eating a banana from time to time is the most simple thing to do (special electrolyte solutions are more appropriate, but rarely needed). If there is vomiting, small amounts should be taken at short intervals and combined with an antiemetic drug. In cases with prolonged high fever, especially with diarrhoea containing blood and mucous , treatment with an appropriate antibiotic should be given. NOTE. Remember that malaria may be present as diarrhoea with fever B. CHOLERA General A bacterial, strictly intestinal infection with Vibrio cholera which may present very much like traveller's diarrhoea. In contrast to the latter, fever is never a feature and severe cases might have very severe watery diarrhoea. Incubation Time 1 to 3 days. Diagnosis Is only possible by cultivating stool samples in a bacteriological laboratory. 6.1 - CREW HEALTH PRECAUTIONS
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Treatment Is the same as for traveller’s’ diarrhoea and food poisoning. Generous replacement of fluid loss. Transmission and Risk of Spread Transmission occurs mostly through drinking water, ice cubes or foodstuff contaminated with human faecal material. Seafood is an important source of infection if not thoroughly cooked. The risk of spread from person to person is not greater than for any other gastrointestinal infections. Precautions Proper hand washing and strict hygiene concerning food and beverages as for traveller’s' diarrhoea and the other gastrointestinal infections. Prophylaxis An oral vaccine is available. It confers a better protection than the former inject-able preparation, and it is virtually free of side-effects. However immunisation against cholera is not usually indicated, even for destinations where cholera is known to occur, as the risk of a serious illness is extremely low in healthy individuals. Today there is no country requesting a cholera vaccination by law. The official validity of the cholera vaccination certificate is 6 months. In countries with a high prevalence of cholera it is of particular importance to avoid any kind of seafood which is not thoroughly cooked. C. INTESTINAL INFECTIONS AND FITNESS TO WORK Any crew member with persisting diarrhoea (i.e. unhabituel, more than 4 unformed bowel movements during the day) should usually refrain from work, whatever the cause of the diarrhoea may be. D. MALARIA Definition An infectious disease characterized mainly by fever caused by the presence of malaria parasites (plasmodia) in the blood. Four different species of plasmodia may cause malaria in man: the most dangerous (P. falciparum) is responsible for Malaria Tropica, which may rapidly lead - if untreated - to life-threatening impairment of the function of vital organs (e.g. central nervous system, kidneys and others). Geographical Distribution Greatest distribution in tropical and subtropical regions with the exception of deserts and highlands. For the most part, the cities and aerodromes served by Air Italy, except for those in tropical Africa, are malaria-free or have a very low risk of transmission. Transmission Anopheles mosquitoes get infected by sucking blood from infected individuals. On subsequent blood-meals they introduce the parasite by their saliva into other human hosts. Anopheles mosquitoes typically feed in the evening hours and at night. Incubation Period The incubation period is the time between the infective mosquito bite and the first symptoms of disease. The incubation period is mostly 7 to 21 days for the potentially life-threatening infections with Plasmodium Falciparum (Malaria Tropica) and never shorter than 6 days.
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It can be considerably longer after incomplete chemoprophylaxis (see below) or quite commonly, in the less dangerous infections with other Plasmodium species, in the latter up to many months. Symptoms and Diagnosis Any high fever more than 6 days after potential exposure is suspicious of malaria infection; headache is a commonly associated symptom, diarrhoea maybe present. In certain cases high spiking intermittent fever may occur at intervals of 3 to 4 days. Anytime malaria is suspected and proper medical examination is not available, presumptive treatment should be taken without delay. Precautions (a) General The methods of control currently available are exposure prophylaxis, chemoprophylaxis and/ or therapy. There is no guaranteed method of protection against malaria. It is impossible to avoid mosquito bites altogether, and even when preventive medicine is correctly administered, there is still a possibility of fever (breakthrough). However, the disease can be cured if treated soon enough and by correct means. Intensive efforts to develop a vaccine are still in progress. (b) Geographical considerations Far East and Latin America: In urban areas there is no or only minimal risk to contract malaria (in India a moderate risk in urban areas). Tropical Africa: In tropical Africa the risk of malaria transmission is high, even in the majority of cities. In addition to a careful exposure prophylaxis (see below) the regular intake of a prophylactic drug must be considered by crew members who have to stay in high riskareas for several days: chemoprophylaxis is particularly recommended for anybody undertaking excursions with overnight-stays in rural areas. For any type of visitor to the tropics, the individual risk of exposure has to be weighed against potential side effects of any drugs. Comparative risks of malaria infection (average rates per 1 -month stay visiting usual touristic sites) varies between 1:50 in West-Africa and 1:100.000 in South America. (a) Exposure prophylaxis Exposure to mosquitoes can be avoided by sleeping inside well-screened areas or under mosquito netting. Outdoors, exposure to mosquito bites can be reduced by wearing clothing that adequately covers the arms and legs, by periodic application of mosquito repellents to the skin (e.g. Anti-Brumm forte spray or Exop-ic-8), and by reducing outdoor activities in the evening, when malaria transmitting mosquitoes usually bite. The prevention of malaria by avoiding exposure has taken on new significance. However, since avoidance is not always possible, the use of drugs (prophylaxis and/or therapy) is unavoidable as well. Repellents are usually well tolerated on the human skin and effective for several hours (e.g. Anti-Brumm forte, Exopic-8, Ultrathon). Extensive application on small babies should be avoided. Please take note that repellents can affect synthetic plastic material including watch glasses, spectacle frames, some synthetic fibbers as acetate-silk and lycra and possibly contact lenses. (b) Chemoprophylaxis and treatment 6.1 - CREW HEALTH PRECAUTIONS
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Partially different measures are recommended at present to tourists, long-term residents, and crews. The fact that tourists to one particular country often use different drugs and regiments does not mean that one is entirely wrong and the other correct. The diversity of recommendations reflects the fact that there is no single drug which guarantees 100% protection, and that not all drugs are available everywhere. (c) Recommendations to different populations Tourists The recommendations for chemoprophylaxis for short term visitors to the tropics (i.e. up to approximately three months) can be obtained through family doctors, tropical doctors, or immunization centers. Long-term residents (e.g. transferees) Depending on the local risk of malaria transmission and the situation of resistance of the prevalent malaria species to certain anti-malarial drugs, different types of preventive measures will have to be considered: For places with a high malaria transmission risk, systematic chemoprophylaxis may be recommended for the first 6 months of stay. Within this period transferees will become familiar with the local risk pattern, get advice from local doctors, and can even develop a certain partial immunity against malaria. Rather exceptionally, a permanent chemoprophylaxis more than 6 (up to 12) months will be recommended. Note: "Partial immunity" never means complete protection, but initial malaria attacks might become less severe and less dangerous. In certain places, chemoprophylaxis may be indicated repeatedly during certain periods of the year with increased risk of malaria transmission (e.g. during and following the rainy season), or while on excursions to rural risk-areas (and up to 4 weeks later). If a systematic chemoprophylaxis doesn't seem indicated, preventive self-treatment of suspected malaria might be considered, if medical examination is not available within a few hours (see below). Flight personnel Based on experience, an acceptable alternative to chempoprophylaxis (for stays in urban areas only) is to have at hand a standby treatment dose of a drug with reliable efficiency for the case that symptoms suspiciously of malaria should occur. Chemosuppresive Drugs and Regimes (For possible side-effects and precautions see below). ariam (mefloquine): 1 tablet weekly. This is currently the first line chemoprophylaxis for all high-risk areas, especially where P falciparum malaria is known to be resistant to the "older" drugs. Recent studies have shown that even continuous prophylactic use for up to 2.5 years is not associated with an increased risk of side-effects. See also restrictions for flight crews below. Fansidar (sulfadoxine + pyrimethamine) is usually not used any longer for chemoprophylaxis. Nivaquine-100 mg (Chloroquine): 1 tablet daily. Chloroquine resistance is widespread in South East Asia, South America and Tropical Africa. Chloroquine can still be recommended for most parts of India, Central America and malaria-endemic areas of the Middle East. In Africa a combined regimen for Chloroquine and Paludrine can be considered for long term residents or as an alternative to Lariam. Paludrine-100 mg (proguanil): 2 tablets every day. Mainly for long-term residents in African risk areas, usually in combination with Nivaquine. Duration of Chemoprophylaxis 6.1 - CREW HEALTH PRECAUTIONS
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Medicine should first be taken 8 days before departure. In cases of unexpected shortnotice departures, start immediately. To reach a protective concentration of the drug in the blood within good time, the initial dosage of the prophylactic drug can temporarily be increased, i.e. for mefloquine (Lariam, Mephaquin) by taking 1 tablet every day for the first three days (loading dose). and then switching to the 1 tablet once weekly schedule. Homeopathic Malaria Prophylaxis It is a dangerous error to believe that homeopathic medicines could have any protective effect against malaria. Therapy (presumptive/standby treatment) If no chemoprophylaxis has been taken, malaria presents itself almost invariably with high fever, malaise, headache, and sometimes diarrhoea. Remember that the incubation period is at least 6 days, which means that you might consider malaria rather while skiing after a rotation to tropical Africa than during your actual short stay in the tropics. If malaria should occur after an incomplete or insufficient chemoprophylaxis, the symptoms might be less obvious, but rather like influenza with low grade (or even in the absence of) fever, and after a prolonged incubation period. If for the above reasons you suspect malaria, consult a doctor immediately and tell him, with-out waiting to be asked, that you have been in the tropics. If, due to unfavourable circumstances, prompt medical examination, i.e. within 6 to 12 hours, is not available, you will have to use your standby treatment drug, which you are asked to keep at hand permanently. In this case, take 3 tablets of Fansimef in one dose and then visit a physician as soon as possible. Note that the self administration of Fansimef or other recommended standby treatment drugs is a kind of first— aid measure which is able to prevent a rapidly dangerous evolution of a malaria infection. However, as it does not guarantee definite cure of the disease, it is a must to consult a physician even if symptoms are rapidly resolving. As Fansimef is a combination of Fansidar plus Lariam, Fansimef should not be taken by persons known to show symptoms of intolerance to either of these drugs (for side-effects and precautions, see below) Duration of Chemoprophylaxis Medicine should first be taken 8 days before departure. In cases of unexpected shortnotice departures, start immediately. To reach a protective concentration of the drug in the blood within good time, the initial dosage of the prophylactic drug can temporarily be increased, i.e. for mefloquine (Lariam, Mephaquin) by taking 1 tablet every day for the first three days (loading dose). and then switching to the 1 tablet once weekly schedule. Homeopathic Malaria Prophylaxis It is a dangerous error to believe that homeopathic medicines could have any protective effect against malaria. Therapy (presumptive/standby treatment) If no chemoprophylaxis has been taken, malaria presents itself almost invariably with high fever, malaise, headache, and sometimes diarrhoea. Remember that the incubation period is at least 6 days, which means that you might consider malaria rather while skiing after a rotation to tropical Africa than during your actual short stay in the tropics. 6.1 - CREW HEALTH PRECAUTIONS
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If malaria should occur after an incomplete or insufficient chemoprophylaxis, the symptoms might be less obvious, but rather like an influenza with low grade (or even in the absence of) fever, and after a prolonged incubation period. If for the above reasons you suspect malaria, consult a doctor immediately and tell him, with-out waiting to be asked, that you have been in the tropics. If, due to unfavourable circumstances, prompt medical examination, i.e. within 6 to 12 hours, is not available, you will have to use your standby treatment drug, which you are asked to keep at hand permanently. In this case, take 3 tablets of Fansimef in one dose and then visit a physician as soon as possible. Note that the self—administration of Fansimef or other recommended standby treatment drugs is a kind of first— aid measure which is able to prevent a rapidly dangerous evolution of a malaria infection. However, as it does not guarantee definite cure of the disease, it is a must to consult a physician even if symptoms are rapidly resolving. As Fansimef is a combination of Fansidar plus Lariam, Fansimef should not be taken by persons known to show symptoms of intolerance to either of these drugs (for side-effects and precautions, see below). For long-term travellers to, or residents in areas with widespread resistance of falciparum malaria to Fansidar, Mefloquine (Lariam) is the standby treatment of choice, rather than Fansimef. The dosage of Lariam as an emergency self-treatment is 2 tablets, followed by another 2 tablets after 6 to 8 hours, and again 1 to 2 tablets another 6 to 8 hours later. (For persons with a body weight of less than 60 kgs the total dose is 5 tablets, for those of more than 60 kgs 6 tablets). For individuals who cannot tolerate Mefloquine or Fansidar there are a few other options (e.g. Quinine, Artemether, Malarone). Note that the use of these alternatives requires careful instructions by a specialist in tropical medicine. Possible Side-effects of Anti-malaria Drugs and Precautions Any of the drugs might cause some stomach complaints; this minor risk can be minimized by taking the drug during or after a meal. If there are serious symptoms, intake of the suspected drug must be discontinued and a doctor must immediately be seen. Fansidar Is a sulfa drug. Persons known to be allergic to any sulfonamide (e.g. Bactrim) should not take Fansidar or Fansimef as there is an increased risk of allergy to Fansidar too. Any unusual local or generalized reaction of the skin or mucous membranes while, or shortly after taking Fansidar or Fansimef must raise suspicion to allergy. No further Fansidar or Fansimef should be taken, and medical advice must imperatively be sought. It is important to know that an allergy to Fansidar can also develop when a person has been used to take Fansidar previously without problems. As a whole, untoward reactions to Fansidar are very rare, and with the necessary vigilance concerning allergic skin reactions, it is still an excellent drug if used for proper indications. Fansimef As Fansimef is a combination of Fansidar and Lariam possible side-effects include those mentioned for the two ingredients. The side-effects of a therapeutic dosage of Fansimef is normally mild because of the relatively low dosage of the Lariam component.
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as a prophylactic drug in the recommended dosage, Lariam is well tolerated. However, if used in the therapeutic dosage some unpleasant subjective side-effects are quite frequently observed, e.g. ringing of the ears, dizziness, headache and nausea which might last for several days. There have been a few reports of more severe, but always transient, neuro-psychiatric side-effects (e.g. hallucinations). Although such reactions occur very rarely, Lariam either for treatment or prophylaxis has to be considered incompatible with duty of flight crew members, (exceptions see below) Mefloquine (Lariam) has now been shown to be safe in the 2nd and 3rd trimester of pregnancy. For early pregnancy its prophylactic use should be avoided. However, if presumptive first-aid treatment for suspected malaria seems indicated (see above), nobody should hesitate to take the necessary medication. Nivaquine Except for the possibility of some gastric intolerance, side-effects to prophylactic dosage are exceedingly rare. Paludrine The tolerance of Paludrine is excellent. Exceptionally, it may cause ulceration of the mucus of the mouth. See special remarks as mentioned above. Pregnancy is a contraindication tor its use. Malaria and Disinfecting of Aeroplane There have been a number of so-called "Airport Malaria" cases in Amsterdam, Brussels, Geneva, London, Paris and Zurich in persons who have never left home but were living or working at or close to aerodromes. There is circumstantial evidence that these cases were transmitted by Anopheles mosquitoes imported by aeroplane arriving from malarious areas. Through disinfecting aeroplane on departure from endemic countries, these particular cases of malaria can be prevented and other diseases transmitted by mosquitoes avoided. It is therefore important to carefully follow the respective instructions at all aerodromes designated for this procedure. Flight Fitness after use of Mefloquine (Lariam, Fansimef) for Flight Crew Members If a therapeutic dose of Mefloquine (5 - 6 tablets), or the Mefloquine containing Fansimef (3 tablets) had to be used for presumptive malaria (self-treatment, and in any case of suspected side-effects of prophylactic (once weekly) use clearance has to be obtained medical services. Malaria prophylaxis with Mefloquine (1 tablet weekly) is compatible with flight duty if at least one dose has been taken not later than 3 days before a flight, and didn't cause any adverse effects. Within 24 hours prior to flight no Mefloquine must be taken. TYPHOID AND PARATYPHOID FEVERS Definition An acute infectious disease, characterized by high fever and not always by intestinal manifestations, caused by bacilli transmitted through infected food and drink. Geographical Distribution Worldwide, particularly where inadequate hygiene leads to infection of drinking water or food-stuffs. Transmission Contamination of food or drink by human faecal or urine, the organism being excreted either by a sick persons during fever or by the so-called healthy carrier. Infection takes 6.1 - CREW HEALTH PRECAUTIONS
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place only via the gastrointestinal tract due to ingestion of infected material. Eggs, poultry and seafood may also be a source of infection, if not thoroughly cooked.Incubation Time 1 to 3 weeks. Symptoms Rather insidious onset, body temperature rising to 40°C (104°F), continuously remaining elevated for weeks if not treated. Initially cough may be a feature, and constipation is quite common. Later on diarrhoea and intestinal bleeding can occur. Loss of appetite, lymph pains, mental torpor. Various severe complications may occur in the course of the disease. Cases of death are rare since the introduction of modern antibiotics. Precautions Strict hygiene concerning food and beverages. Prophylaxis Vaccination is not an international requirement for the entry into any country. It is not compulsory for Air Italy crew members but it is strongly recommended when travelling to regions of poor general hygiene . There are two methods for immunization: 1. Oral (Vivotif-tablets): To be taken on empty stomach on days 0,2,4 -exactly as prescribed on the packet. The whole procedure should be finished some days before starting malaria prophylaxis and must not be taken during an antibiotic treatment or chemoprophylaxis, as it might impair the activity of the vaccine. This vaccination has no side-effects, except for rare transient slight diarrhoea. If oral cholera vaccination is also prescribed, an interval of at least 3 days between the two vaccines (Vivotif and Orochol) should be observed. 2. Injection: The injectable vaccine TAB is no longer used now: The protection it con-te/s after 2 - 3 injections is not better than the one after Vivitif, and it often causes harmless, but unpleasant side-effects (local pain, sometimes fever). Better tolerated injectable vaccines have been developed recently.So far as long -term experiences with the newer Vivotif oral vaccine exist, they allow the assumption that the protection conferred by it, is as good and probably longer lasting than that of the injectable vaccine (Vivotif vaccinations have to be renewed every 2 to 3 years, those as Tab-injections every 6 month). Neither method, however, ensure a complete protection. 6.1.11.7 Yellow Fever and other Viral Diseases General A very great number of viral infections are very common in the tropics. Many of them can be transmitted by mosquitoes (e.g. the so-called arbovirus infections). Tropical viral infections account for the majority of febrile illness in travellers to the tropics. Mostly they cause just fever, headache and muscular pain - which can be very prostrating. The symptoms cannot be distinguished from those caused by malaria or some bacterial infections and the latter can only be excluded by appropriate laboratory examination. According to the species of virus, rather rare complications can lead to encephalitis (infection of the central nervous system) or severe troubles of blood coagulation, kidney or liver function. The incubation time is in the order of 3 to 7 days for all arboviral diseases (e.g. usually shorter than for malaria). Treatment for all viral diseases is only supportive, as there are no antibiotics active against viruses. Yellow Fever 6.1 - CREW HEALTH PRECAUTIONS
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Definition A potentially dangerous arboviral disease, transmitted by mosquitoes, causing damage to the liver and kidneys.
Geographical distribution In Africa and South America between latitude 15 degrees North and 15 degrees South. As a consequence of vaccination and environmental sanitation, human infections have become much less frequent than some decades ago. However, epidemic outbreaks have occurred in recent years, particularly in Africa and Latin America. The disease has so far never been observed in Asia, although the vector transmitting the virus is also quite common in Asia. High body temperature, in severe cases rapid deterioration of general condition, drowsiness, spontaneous bleeding, kidney failure. Prophylaxis Vaccination with a single injection is highly protective, without danger nor reactions, valid 10 years beginning 10 days after primary inoculation. All crew members must have a valid vaccination against yellow fever. Dengue and Dengue - like Fevers Dengue viruses belong also to the arbovirus group. These viruses cause a mostly benign disease with high fever, muscular pain, severe headache. The recovery may however be very protracted. The complication of spontaneous bleeding is rare in expatriate people getting infected. There is no vaccination against dengue fever. Dengue and dengue-like fever can be acquired in most tropical areas of all continents. Smallpox Since 1978 not a single case of this formerly very dangerous viral disease, transmitted only from person to person, has been observed in the world. It seems to be completely eradicated and no country in the world now requires smallpox vaccination certificates. Viral Hepatitis The term "hepatitis" means an inflammation of the liver. There are several infections as well as certain drugs and excessive drinking of alcohol which might cause, among other effects, an inflammation of the liver. The term "viral hepatitis" is essentially reserved for infections that attack the liver, caused by different viruses: hepatitis A,B,C,D, E and G. Neither of these types are confined to the tropics. - Low standards of hygiene and sanitation are the most important risk factors for hepatitis A and E. The causative viruses are excreted in the faeces of infected persons. The consumption of contaminated water or food leads to an infection which may be very mild and even pass unnoticed; it can, however, also induce severe jaundice and incapacitation for several weeks. The incubation period for hepatitis A and E is 3 to 5 weeks. - The transmission of hepatitis B and C occurs by inoculation of even smallest amounts of infected blood into small wounds or abrasions of the skin and mucous membranes as well as by unprotected sexual intercourse. The incubation time is 2 to 3 months. 6.1 - CREW HEALTH PRECAUTIONS
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Hepatitis B, C and G are very common infections in certain risk groups, such as homosexual men and drug addicts. The infectious agent of hepatitis B, C and G may circulate for a long time, sometimes permanently, in the blood of infected persons who might not recognize that they are carriers of the virus. Preventive Measures against Hepatitis A An "active immunization" is available since 1992. "Active immunization" means a vaccination which is able to induce the human organism to form long-lasting immunity (antibodies) against an infectious agent, in contrast to "passive immunization" where preformed antibodies of immune individuals are transferred by injecting certain components of their serum (namely gammaglobuline) to susceptible persons. The new vaccine, which is virtually free of side-affects, has to be administered twice. The first injection is followed by a booster injection after 6 to 12 months. Thereafter, the protective effect lasts for more than 20 years. The formerly used administration of gammaglobuline is not recommended any more for people who might be exposed to the risk of hepatitis A repeatedly or permanently over along period of time, because its protective effect is less perfect and only lasting for not longer than a few weeks or months. Crew members usually belong to this group and are encouraged to perform the new active immunization procedure. Persons who have experienced natural hepatitis A infection in the past are immune against re-infection for life and do not need any kind of hepatitis A vaccination. If you don't know if you have had hepatitis A infection in the past your blood can be checked for antibodies against hepatitis A. Preventive Measures against Hepatitis B An active vaccination (3 injections) is available. Its use is not a general necessity, but particularly recommended for special groups at risk (homosexuals, drug addicts; medical persons). A combined vaccine conferring protection against hepatitis A and B is also available now . Preventive Measures against Hepatitis C and E There is no vaccination available yet. The risk of acquiring hepatitis C can be minimized by same preventive measures as indicated against HIV infection. Observing the same precautions as mentioned for gastrointestinal infections (e.g. amoebia-sis, traveller's diarrhoea) will also reduce the risk of hepatitis E. Hepatitis E is usually a mild and always a self-limiting disease. 6.1.11.8 AIDS AND HIV INFECTION Definition Aids (Acquired Immune Deficiency Syndrome) is the advanced stage of an infection with an immune deficiency virus (HIV, mostly HIV-1, more exceptionally HIV-2) which depresses the body's immune system, weakening its ability to resist numerous other infections. Geographical Distribution HIV infections are now found virtually in all regions of the world. Published figures might not always be quite accurate, e.g. because of under-reporting. Transmission 6.1 - CREW HEALTH PRECAUTIONS
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The only way of effective transmission of HIV infection are intimate sexual contact with an infected person and the exchange of even very small amounts of infected blood (e.g. needle sharing by drug addicts). Despite early concern about other possible ways of transmission it has been established that HIV is not transmitted by e.g. hand-shaking, sharing of cutlery, kissing or bloodsucking mosquitoes. Course of HIV Infection Infections with HIV may follow various courses. Some infections may remain silent (- i.e. only detectable by blood tests -) for years, and others progress more rapidly into symptomatic disease. 10 years after an infection with the HIV approximately 30% feel perfectly healthy – although the immune system might be impaired - and approximately 50% will have experienced so-called AIDS-defining opportunistic infections. Different stages of the infection are classified in several categories (A-C/1 -3) taking into account clinical manifestations and the degree of immuno suppression. Treatment and Prevention Today, there is no effective treatment to cure HIV infection. However, great progress has been made by developing a number of drugs able to slow down the progression of the infection, and thus providing well-being often for years. The chances to remain free of symptoms and to reduce the risk of life—threatening opportunistic infections are generally better if a treatment is started early. This is a strong argument to detect the infection early and not only in the advanced stage. Despite intense research efforts, an effective vaccine is not in sight for the very near future. Prevention must therefore be based entirely on measures reducing the risk of HIV transmission. The risk of infection increases in direct relation to the number of different or anonymous sexual partners. It should, therefore, not be considered moralistic, but simply medically sound to recommend a one-partner lifestyle. It is now widely known and accepted that the correct use of condoms reduces the risk of transmission. The risk of HIV-transmission by blood transfusions has virtually been eliminated in those countries where systematic screening of blood donors is realised. It has been a matter of discussion if people travelling to certain countries of high HIV prevalence, and where low hygienic standards can be suspected, should carry their own disposable syringes and needles with them for a case-of inevitable emergency medical treatment. As the awareness of HIV-transmission risks is now very high in those medical institutions where Air Italy crews on duty might seek medical assistance, Air Italy does not recommend such measures to its crews. For particular travellers on long-distance overland trips (e.g. through Africa) the indication should be discussed with a physician familiar with all the associated problems. Remember also that at Customs carrying syringes and needles might raise a suspicion of drug-addiction. Diagnostic Aspects of HIV Infection The early diagnosis of HIV infection (screening for HIV infection) relies on blood tests able to detect so-called anti-bodies against the virus; these anti-bodies reflect the defense reaction of the immune system to the invasion by the virus. These tests are now both very sensitive and specific. However, positive screening tests have in any case to be confirmed by other tests to exclude the possibility of "false positive" results.
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As a rule, HIV anti-body screening should be carried out not earlier than 12 weeks after the possible event of transmission. Once transmission of the virus has occurred, the development of anti-bodies takes some time which varies from one infected individual to the other. If a first "early" test is negative and the risk of infection seems considerable, retesting should take place after 4 to 6 months. After this period, nearly all HIV-infections will have induced a detectable anti-body response. It is not a purely philosophic question if HIV-screening should be carried out after a risk of transmission; recognition of any HIV infection may not only reduce the risk of spreading the infection but early treatment can now delay the development of Aids. Do not hesitate to ask your physician for more details. 6.1.11.9 Other Tropical Deseases The description of other, classical tropical diseases - such as trypanosomiasis, filariasis, schistosomiasis, leishmaniasis and others -would be beyond the scope of this chapter. The specialist physician for tropical diseases can give you information about them. As a rule, they present a minor risk for short time visitors to the tropics and people living mostly in urban areas. The observation of the already mentioned general measures for protection against insects, water contact and food hygiene will be a reasonably sufficient prophylaxis against them. 6.1.12 S.A.R.S. (from World Health Organisation Report dated 14/08/2003) Aetiology Severe acute respiratory syndrome (SARS) is a disease caused by SARS coronavirus (SARS-CoV). Epidemiology Nosocomial transmission of SARS CoV has been a striking feature of the SARS outbreak. The majority of the cases are adults. Children are rarely affected. The mean incubation period is 5 days with the range of 2-10 days although there are isolated reports of longer incubation periods. There have been no reports of transmission occurring before the onset of symptoms. Natural history of the disease Week 1 of illness Patients initially develop influenza-like prodromal symptoms. Presenting symptoms include fever, malaise, myalgia, headache, and rigors. No individual symptom or cluster of symptoms has proven specific. Although history of fever is the most frequently reported symptom, it may be absent on initial measurement. Week 2 of illness Cough (initially dry), dyspnoea and diarrhoea may be present in the first week but more commonly reported in the second week of illness. Severe cases develop rapidly progressing respiratory distress and oxygen desaturation with about 20% requiring intensive care. Up to 70% of the patients develop diarrhoea which has been described as large volume and watery without blood or mucus. Transmission occurs mainly during the second week of illness. Clinical outcomes Based on an analysis of data from Canada, China, Hong Kong SAR, Singapore, Viet Nam and the United States the case fatality ratio (CFR) of SARS is estimated to range from 0% 6.1 - CREW HEALTH PRECAUTIONS
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to more than 50% depending on the age group affected, with an overall CFR estimate of approximately 11%. Higher mortality has also been associated with male sex and presence of co-morbidity in various studies. Elderly and paediatric cases and SARS in pregnancy Atypical presentations such as afebrile illness or concurrent bacterial sepsis/pneumonia have been highlighted as a particular problem in the elderly. Underlying chronic conditions and their more frequent use of health facilities have both contributed to initially unrecognized nosocomial transmission events. SARS occurred less frequently and was observed to be a milder illness in the paediatric population. Known cases of SARS in pregnancy have suggested an increase in fetal loss in early pregnancy and maternal mortality in later pregnancy. NOTE: The diagnosis and Therapy needs medical competence 6.1.13 Cosmic Radiation Prevention In order to prevent that Air Italy crew members would be subject of excessive exposure of cosmic radiation (i.e. ionising and neutron radiation of galactic and solar origin) Air Italy’ aircraft are limited to operate at a maximum FL 490 (15,000 mt). Moreover, in order to comply with EU-Ops 1.390 Air Italy will adopt the following measures for those crew liable to be subject to exposure of more than 1mSv per year: Assess their exposure; take into account the assessed exposure when organising working schedules with a view to reduce the doses of highly exposed crew members; inform the crew members concerned of the health risks their work involves; ensure that once female crew member have notified the operator that they are pregnant, will keep them working only for ground duties. Ensure that individual records are kept for those crew members who are liable to exceed 5 millisievert (mSv) per year (assessed by statistical means). These exposures are to be notified to the individual on an annual basis, and also upon leaving the operator. The individual records on cosmic radiation dosage must be kept until 12 months after the crew member has left the employ.
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Index 6.2 Health troubles on Board......................................................................................... 1 6.2.1 General................................................................................................................. 1 6.2.1.1 Radio Medical Assistance............................................................................... 1 6.2.1.2 Diversion......................................................................................................... 1 6.2.1.3 Administration ................................................................................................. 2 6.2.2 On Board Medical Kits .......................................................................................... 2 6.2.3 Birth and Death..................................................................................................... 2 6.2.3.1 Birth ................................................................................................................ 2 6.2.3.2 Death .............................................................................................................. 3 6.2.4 Quarantine Regulations ........................................................................................ 4 6.2.5 Health Reports...................................................................................................... 4
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6.2 HEALTH TROUBLES ON BOARD 6.2.1 General All cases of illness on board aircraft (excluding cases of air-sickness and accidents) must be reported to the Health Authorities by the Commander on landing at an airport. The details are to be given in the appropriate part, the Health Declaration, of the Aircraft General Declaration (reference ICAO Annex 9, Appendix 1) – see Apx 1. Cases of illness disembarking during the flight must also be reported on arrival. In the event of illness or injury of a passenger in-flight, it is the duty of the Senior Cabin Crew member to report to the Commander. The Cabin Crew will give the first assistance but then if the sickness or injury is serious enough a PA should be made for doctor assistance and then inform the commander. The flight deck crew may also request assistance from a “Medical Assistance Agency” by radio. For appropriate procedure see below. Any doctor or nurse among the passengers may give valuable advice, but having different specialisation’s and the difficulty of making an accurate diagnosis they may well are on the side of caution suggesting a diversion. Even with a doctor on board it is extremely valuable to contact a Medical Assistance Agency and allowing the two doctors to discuss the case. The responsibility will be shared and a more measured plan produced. If a diversion is the result then the Agency will be in a position to instigate medical assistance for your arrival at the diversion airport. 6.2.1.1 Radio Medical Assistance In case a qualified medical consultation is desired a Radio Medical Assistance can be contacted using phone patch with Stockholm Radio or other provider or directly by SAT COM telephone. In case of need it is advisable, to provide the following data: Name of patient, nationality and age; Information concerning breathing, pulse, temperature and if possible blood pressure; Symptomatology of patient, localisation and kind of pain and information about the disease; In case of accident, symptomatology of patient, place and description of the accident; Clinic history of patient, medicines available on board, given medicines. The following Radio Medical Assistance are available CIRM (Centro Internazionale Radio Medico) Tel: Refer to OM Part B Vol 3 QRH Section OPS INFO The service is free of charge, Doctors speak Italian and English and are available h 24 6.2.1.2 Diversion If the condition of the passenger is critical, the Commander shall contact the nearest suitable aerodrome for landing and ask for preparation for the care of the sick passenger. The following details shall be relayed: Name of the passenger; illness (if know) / injury; request for doctor and/or ambulance; name of person requesting doctor and/or ambulance. When a Commander require urgent medical assistance the Medical Staff must board before disembarking any passenger. Cabin Crew must ensure that Medical Staff can reach the sick passenger/crew without any undue delay, keeping the corridors clear of obstacle. 6.2 – HEALTH TROUBLES ON BOARD
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The other passenger will be instructed to remain seated until the sick passenger/crew as been disembarked unless otherwise instructed. 6.2.1.3 Administration For any serious medical event the passengers name and address must be recorded. If the passenger’s injury/illness requires a medical visit on arrival then the Commander must inform the station manager. If the passenger refuses the visit a declaration to this effect must be signed by the passenger to discharge the company and Crew. 6.2.2 On Board Medical Kits In accordance with ICAO annex 6 and JAA requirements an aeroplane shall carry on board a First-Aid Kits (FAK). Any airplane with a passenger configuration of more than 30 seats and a with route planned more than 60 minutes flying time away from an aerodrome at which qualified medical assistance is available, shall carry, on board an “Emergency Medical Kit” (EMK). FIRST AID KITS (FAK) The FAK is for medical assistance and first-aid. The FAK should be inspected periodically to confirm that its contents are maintained in the condition necessary for use. The contents should be replenished at regular intervals in accordance with the instructions contained on their label, or as circumstances warrant. The FAK boxes are closed with a yellow seal. Before closing a form should be completed giving details of the use and left inside the box. The procedure is then completed with the required entry in the Cabin Log. Fax is subject to a 24 month life and the expiry date is on the seal placard. EMERGENCY MEDICAL KITS (EMK) The EMK contains medicines and drugs that can be given and/or prescribed by only a Certified Medical Doctor. In the event that the passenger’s health requires the use of EMK, a search of a Medical Doctor in the cabin is required, otherwise the Commander should contact an International Medical Assistance Agency for Instruction. If a Certified Medical Doctor is present on board, when the time is available, he must produce a valid document and the Senior Cabin Crew must record the name and address of the Doctor in the Report Form. All the procedures, as above, for the FAK are also necessary with the use of the EMK. EMK will be reconditioned every time it is used, content will not expiry at least within next 2 months, a placard report the expiry date. NOTE: The FAK contains medicines that can be taken without prescription, but the passenger shall read the instruction sheet and information on the effects and side effects. If a prescription is required, apply the EMK procedures; if the passenger has a valid prescription, a new prescription is not required. A list of contents of the FAK and the EMK is appropriate manuals. 6.2.3 Birth and Death 6.2.3.1 Birth In the event a child is born during the flight the Commander shall notify the next landing place in advance. On arrival, the Commander shall establish a report in duplicate containing the following points: date, time of birth in hours and minutes; 6.2 – HEALTH TROUBLES ON BOARD
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place of birth (given in degrees LAT/LONG); full name of born child; sex; status of child (legitimate or illegitimate); full name of parents (including maiden name of mother); nationality of parents, or former nationality for displaced persons, as well as place of birth; home address of parents; profession of the father; in case of illegitimate birth: date of birth of the mother; name of mother’s parents; husband’s former name for widows and divorced women, as well as date of divorce for the latter; documents used; witness of birth (full name and addresses); signature of the Commander and two other Crew members. The original of this report is to be handed over to the local police authorities, the copy via the fleet chief pilot to administration flight crews for further dispatch. The Italian Consulate or Embassy of the country of first landing must be informed detailing as above. For legal and/or cost aspect administration, flight crews shall also contact Customer Relations. 6.2.3.2 Death In the event a passenger dies during flight the Commander shall notify the Air Italy station manager/station supervisor via ACARS/VHF/HF and ATC of the following particulars at the next point of landing: full name of deceased passenger; nationality; date of birth; home address; station of embarkation; destination; whether accompanied by relatives or friends. The station manager/station supervisor shall immediately inform the competent local police authorities as well as the aerodrome authority giving all details. After landing, the Commander shall establish a report in duplicate containing the following items: Full name of deceased passenger; sex; nationality; date of birth, age; home address; station of embarkation; flight number; route leg; number of flight hours after first embarkation; destination; time of death; 6.2 – HEALTH TROUBLES ON BOARD
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altitude and situation of the aeroplane at time of death: actual altitude; cabin pressure altitude; cause of death, if known; circumstantial details of death according to report of Cabin Crew member; information whether passenger was ill or not. The original of this report is to be handed over to the competent local police authorities, the copy via fleet chief pilot to administration flight crews for further dispatch. The Italian Consulate or Embassy of the country of first landing must be informed detailing as above. For the legal and for cost aspects, administration flight crew shall also contact Customer Relations. The official physician (e.g. district physician or medical officer of the aerodrome) who is called by the local police authorities will decide whether a forensic medical examination is to be made. The station manager/station supervisor or the Commander checks that the death certificate requirements are complied with. Costs in connection with the deceased may be advanced by the station. Final settlement concerning costs and/or legal actions shall be co-ordinated with customer relations. A medical certificate made out by the official physician, stating that the remains can be transported without risk of infection, must accompany the documents which are necessary for the clearance of the remains. 6.2.4 Quarantine Regulations On receipt of information from the Commander of an arriving flight that a person on board shows symptoms which might indicate the presence of a major disease, the port medical or health authority should be informed immediately. It is the responsibility of the port medical or health authority to decide whether isolation of the aircraft, crew and passengers is necessary. On arrival of the aircraft, nobody shall be permitted to board the aircraft or disembark or attempt to off-load the holds or catering until such time as authorised by the port medical or health authority. 6.2.5 Health Reports The General Declaration includes the Declaration of Health, which must be completed by the Commander or Senior Cabin Crew when the flight arrives from an area under health risk or a suspicion of infectious disease occurred on board. When demanded by Health Authorities the aeroplane Declaration of Health must be completed and handed to the customs officer or medical officer who first boards the aeroplane. Failure to complete the declaration correctly or hand it to the officer concerned may result in the aeroplane being delayed. In some States Health Regulations require that the Commander or his agent complete the health part of the General Declaration, a copy of which must be obtained prior to departure.
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GENERAL BASIC 6 – CREW HEALT PRECAUTIONS
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Index
6.3 Disinfecting Procedures .............................................................................................. 1 6.3.1 General ................................................................................................................. 1 6.3.2 Disinfecting Procedures ........................................................................................ 2
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6.3 DISINFECTING PROCEDURES 6.3.1 General For the purpose to avoid spreading of insects carrying transmissible deseases a disinfecting procedure may be required by National and International Regulation. The aeroplane must have been subject to disinfecting before leaving the last airport en route which is situated in Malaria affected area (see table below). AFGANISTAN
COSTA RICA
LAOS
ANGOLA
EQUADOR
LIBERIA
ARABIA SAUDITA
EL SALVATOR
MADAGASCAR
ARGENTINA ARMENIA
ERITREA ETIOPIA
MALAWI MALAYSIA
AZERBAIGIAN BANGLADESH BELIZE
FILIPPINE GABON GHANA
BENIN BHUTAN BOLIVIA BOTSWANA BRASILE
CAMBOGIA CAMERUN CIAD CINA
GIBUTI GUATEMALA GUINEA GUINEA BISSAU GUINEA EQUATORIALE GUYANA GUYANA FRANCESE HAITI HONDURAS INDIA INDONESIA
MALI MAURITANIA MAYOTTE (TERRITORI FRANCESE) MESSICO MONZAMBICO NAMIBIA NEPAL NICARAGUA
COLOMBIA COMORE CONGO
IRAN IRAQ ISOLE SALOMONE
COSTA D’AVORIO
KENIA
BURKINA FASO BURUNDI
REPUBBLICA DI COREA REPUBBLICA DOMINICANA REPUBBLICA UNITA DI TANZANIA RUANDA SAO TOME’ E PRINCIPE SENEGAL SIERRA LEONE SOMALIA SRI LANCA SUA AFRICA SUDAN SURINAME SWAZILAND
NIGER NIGERIA
TAGIKISTAN THAILANDIA
OMAN PAKISTAN PANAMA PAPUA NUOVA GUINEA PARAGUAY PERU’ REPUBBLICA CENTROAFIRCANA REPUBBLICA DEMOCRATICA DEL CONGO (ex ZAIRE)
TOGO UGANDA VANUATU VENEZUELA VIETNAM YEMEN ZIMBABWE
Some States require “disinfecting procedure” before leaving Italy (i.e. Seycelles). Furthermore a periodical (not exceeding 4 weeks) disinfection will be assured on the entire aircraft under responsibility of the Maintenance Department. 6.3 - DISINFECTING PROCEDURES
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6.3.2 Disinfecting Procedures a) Before Take-off Disinfecting of the passenger cabin and all other accessible interior spaces of the aeroplane including cupboards, toilets, lockers used for clothes, luggage or freight, but except the flight deck, shall be done after the doors have been closed following embarkation and before take-off. Foodstuffs and utensils should be protected from contamination by spray. The flight deck should be sprayed at a suitable time before occupancy by the flight deck crew and the door kept shut, except momentarily for access, until the aeroplane has been cleared for take-off. Hand held aerosol dispensers must be used and dispensed uniformly throughout. Ventilation systems must be shut off for a period of not less than five minutes. If it is deemed necessary by an appropriate official all parts of the aeroplane accessible from the outside only into which insects can penetrate, e.g. cargo holds, are to be disinfected as near as possible to the time the aeroplane leaves the apron. On arrival at destination the empty spray dispensers shall serve as evidence of disinfectiong. Prior to spraying a PA announcement should be made. Passenger should be advised that the aeroplane will be sprayed in order to allow anyone suffering from asthma etc., to have their medication to hand if necessary. b) On arrival In cases in which the relevant national authority require disinfecting to be carried out on arrival it should be carried out as above and no items removed including catering, luggage, etc., or passenger disembarked until no less than five minutes after disinfecting. c) Carriage of Aerosols Enough canisters will be carried and located on board (minimum 4 for wide body). On boarding the aeroplane the Senior Cabin Crew must check that all canisters required are present and intact and if necessary uplift. Each canister is “one shot” lasting approximately 15 seconds. Full instructions are detailed on the outside. One canister should be used in each hold and one each in the cabin and flight deck. The Senior Cabin Crew will be responsible for the flight deck before occupancy and for the passenger cabin after the doors have been closed. All disinfecting aerosols should be serial numbered and when required by State of arrival it should be entered on the health declaration.
6.3 - DISINFECTING PROCEDURES
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GENERAL BASIC 7 – FLIGHT TIME LIMITATIONS
Part Chapt. Page Rev. 6
A 7.0 i 30 May 10
Index 7 FLIGHT & DUTY TIME LIMITATIONS AND REST REQUIREMENTS ............................ 1 7.1 Flight & Duty Time Limitations and Rest Requirements.............................................. 1 7.1.1 Air Italy responsibility ............................................................................................ 1 7.1.2 Crew Members' responsibilities ............................................................................ 1 7.1.3 Definitions............................................................................................................. 1 7.1.4 Flight and duty limitations ..................................................................................... 2 7.1.5 Cabin Crew........................................................................................................... 3 7.1.6 Operational Robustness ....................................................................................... 3 7.1.7 Positioning ............................................................................................................ 3 7.1.8 Reserved .............................................................................................................. 4 7.1.9 Minimum rest ........................................................................................................ 4 7.1.10 Rest periods ....................................................................................................... 4 7.1.11 Extension of flight duty period due to in-flight rest .............................................. 4 7.1.12 Unforeseen circumstances in actual flight operations - commander's discretion 5 7.1.13 Standby ..............................................................................................................5 7.1.14 Nutrition .............................................................................................................. 6 7.1.15 Flight duty, duty and rest period records............................................................. 6 7.1.16 Air Italy Regulations............................................................................................ 6 7.2 EXCEEDANCES AND/OR REDUCTIONS................................................................. 1 7.2.1 General................................................................................................................. 1
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Index 7 Flight & Duty Time Limitations and Rest Requirements ................................................... 1 7.1 Flight & Duty Time Limitations and Rest Requirements ............................................. 1 7.1.1 Air Italy responsibility ............................................................................................ 1 7.1.2 Crew Members' responsibilities ............................................................................ 1 7.1.3 Definitions ............................................................................................................. 1 7.1.4 Flight and duty limitations ..................................................................................... 2 7.1.4.1 Cumulative Duty Hours ................................................................................... 2 7.1.4.2 Limit on total block times................................................................................. 3 7.1.4.3 Maximum daily flight duty period (FDP) .......................................................... 3 7.1.4.4 Extensions: ..................................................................................................... 3 7.1.5 Cabin Crew ........................................................................................................... 3 7.1.6 Operational Robustness ....................................................................................... 3 7.1.7 Positioning ............................................................................................................ 3 7.1.8 Reserved............................................................................................................... 4 7.1.9 Minimum rest ........................................................................................................ 4 7.1.9.1 Effects on crew members of time zone differences. ....................................... 4 7.1.10 Rest periods........................................................................................................ 4 7.1.11 Extension of flight duty period due to in-flight rest .............................................. 4 7.1.11.1 Flight Crew Augmentation............................................................................. 4 7.1.11.2 Cabin crew Augmentation............................................................................. 4 7.1.12 Unforeseen circumstances in actual flight operations - commander's discretion 5 7.1.13 Standby............................................................................................................... 5 7.1.13.1 Airport Standby ............................................................................................. 5 7.1.13.2 Standby at home or in hotel .......................................................................... 5 7.1.14 Nutrition............................................................................................................... 6 7.1.15 Flight duty, duty and rest period records............................................................. 6 7.1.16 Air Italy Regulations ............................................................................................ 6
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7 FLIGHT & DUTY TIME LIMITATIONS AND REST REQUIREMENTS The FTL reported in this chapter are valid for Flight Deck and Cabin Crew. 7.1 FLIGHT & DUTY TIME LIMITATIONS AND REST REQUIREMENTS The flight and duty time limitations and rest scheme is in accordance with both: the provisions of Article 7 of reg. (CE) N1899/2006; and “regolamento integrative al capo Q dell’annesso III del reg. (CE) N.3922/1991. All Air Italy Flights are planned to be completed within the allowable flight duty period taking into account the time necessary for pre-flight duties, the flight and turn-around times. 7.1.1 Air Italy responsibility Duty rosters will be prepared and published sufficiently in advance to provide the opportunity for crew members to plan adequate rest. Air Italy nominate a home base for each crew member. Air Italy is considering the relationship between the frequencies and pattern of flight duty periods and rest periods and give due consideration to the cumulative effects of undertaking long duty hours interspersed with minimum rest. Air Italy will allocate duty patterns which avoid such undesirable practices as alternating day/night duties or the positioning of crew members so that a serious disruption of established sleep/work pattern occurs. Air Italy plan local days free of duty and notify crew members in advance. Air Italy ensure that rest periods provide sufficient time to enable crew to overcome the effects of the previous duties and to be well rested by the start of the following flight duty period. Air Italy ensure flight duty periods are planned to enable crew members to remain sufficiently free from fatigue so they can operate to a satisfactory level of safety under all circumstances. 7.1.2 Crew Members' responsibilities A crew member must not operate an airplane if he/she knows that he/she is suffering from or is likely to suffer from fatigue or feels unfit, to the extent that the flight may be endangered. Crew members must make optimum use of the opportunities and facilities for rest provided and plan and use their rest periods properly. 7.1.3 Definitions Augmented flight crew: A flight crew which comprises more than the minimum number required for the operation of the aeroplane and in which each flight crew member can leave his/her post and be replaced by another appropriately qualified flight crew member. Block Time: The time between an aeroplane first moving from its parking place for the purpose of taking off until it comes to rest on the designated parking position and all engines or propellers are stopped. Break: A period free of all duties, which counts as duty, being less than a rest period. Duty: Any task that a crew member is required to carry out associated with the business of an AOC holder. Unless where specific rules are provided for by this Regulation, the Authority shall define whether and to what extent standby is to be accounted for as duty. 7.1 – FLIGHT & DUTY TIME LIMITATIONS AND REST REQUIREMENTS
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Duty period: A period which starts when a crew member is required by an operator to commence a duty and ends when the crew member is free from all duties, such as FDP (including preoperating deadhead - i.e. positioning - time), training periods and office time prior to a flight. Flight Duty Period: A Flight Duty Period (FDP) is any time during which a person operates in an aircraft as a member of its crew. The FDP starts when the crew member is required by an operator to report for a flight or a series of flights; it finishes at the end of the last flight on which he is an operating crew member, including those required for commercial operations with another Operator (if applicable). Home base: The location nominated by the operator to the crew member from where the crew member normally starts and ends a duty period or a series of duty periods and where, under normal conditions, the operator is not responsible for the accommodation of the crew member concerned. Local Day: A 24 hour period commencing at 00:00 local time. Local Night: A period of 8 hours falling between 22:00 hours and 08:00 hours local time. A Single Day Free of Duty: A single day free of duty shall include two local nights. A rest period may be included as part of the day off. Operating crew member: A crew member who carries out his/her duties in an aircraft during a flight or during any part of a flight. Positioning: The transferring of a non-operating crew member from place to place, at the behest of the operator, excluding travelling time. Travelling time is defined as: – time from home to a designated reporting place and vice versa; – time for local transfer from a place of rest to the commencement of duty and vice versa. Rest Period: An uninterrupted and defined period of time during which a crew member is free from all duties and airport standby. Standby: A defined period of time during which a crew member is required by the operator to be available to receive an assignment for a flight, positioning or other duty without an intervening rest period. Window of Circadian Low (WOCL): The Window of Circadian Low (WOCL) is the period between 02:00 hours and 05:59 hours. Within a band of three time zones the WOCL refers to home base time. Beyond these three time zones the WOCL refers to home base time for the first 48 hours after departure from home base time zone, and to local time thereafter. 7.1.4 Flight and duty limitations 7.1.4.1 Cumulative Duty Hours An operator shall ensure that the total duty periods to which a crew member is assigned do not exceed: 190 duty hours in any 28 consecutive days, spread as evenly as practicable throughout this period; and 7.1 – FLIGHT & DUTY TIME LIMITATIONS AND REST REQUIREMENTS
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60 duty hours in any 7 consecutive days. 7.1.4.2 Limit on total block times Air Italy will ensure that the total block times of the flights on which an individual crew member is assigned as an operating crew member does not exceed 900 block hours in a calendar year; 100 block hours in any 28 consecutive days. 7.1.4.3 Maximum daily flight duty period (FDP) This Flight Time Limitations do not apply to emergency medical service operations (e.g. approved flight to evacuate disaster area). Air Italy has defined a reporting time of 1hr (60 min) for all flights except ETOPS flight where reporting time is 1hr and 15’ (75 min) The maximum basic daily FDP is 13 hours. These 13 hours will be reduced by 30 minutes for each sector from the third sector onwards with a maximum total reduction of two hours. When the FDP starts in the WOCL, the maximum stated above is reduced by 100 % of its encroachment up to a maximum of two hours. When the FDP ends in or fully encompasses the WOCL, the maximum FDP stated above is reduced by 50 % of its encroachment. 7.1.4.4 Extensions: The maximum daily FDP can be extended by up to one hour. Extensions are not allowed for a basic FDP of 6 sectors or more. Where an FDP encroaches on the WOCL by up to 2 hours extensions are limited to up to 4 sectors. Where an FDP encroaches on the WOCL by more than 2 hours extensions are limited to up to 2 sectors. The maximum number of extensions is 2 in any 7 consecutive days. Where an FDP is planned to use an extension pre and post flight minimum rest is increased by 2 hours or post flight rest only is increased by 4 hours. Where the extensions are used for consecutive FDPs the pre and post rest between the two operations shall run consecutively. When an FDP with extension starts in the period 22:00 to 04:59 hours the operator will limit the FDP to 11.45 hours. 7.1.5 Cabin Crew For cabin crew being assigned to a flight or series of flights, the FDP of the cabin crew may be extended by the difference in reporting time between cabin crew and flight crew, as long as the difference does not exceed one hour. 7.1.6 Operational Robustness Planned schedules must allow for flights to be completed within the maximum permitted flight duty period. To assist in achieving this operators will take action to change a schedule or crewing arrangements at the latest where the actual operation exceeds the maximum FDP on more than 33% of the flights in that schedule during a scheduled seasonal period. 7.1.7 Positioning All the time spent on positioning is counted as duty. Positioning after reporting but prior to operating shall be included as part of the FDP but shall not count as a sector. A positioning sector immediately following operating sector will be taken into account for the calculation of minimum rest as defined in 7.1.9 below.
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7.1.8 Reserved 7.1.9 Minimum rest The minimum rest which must be provided before undertaking a flight duty period starting at home base shall be at least as long as the preceding duty period or 12 hours whichever is the greater; The minimum rest which must be provided before undertaking a flight duty period starting away from home base shall be at least as long as the preceding duty period or 10 hours whichever is the greater; when on minimum rest away from home base, the operator must allow for an 8 hour sleep opportunity taking due account of traveling and other physiological needs; Air Italy after approval of the Authority may authorize a small reduction of the rest away from base for proven and specific operational need and with compensative measure to guarantee the safety. 7.1.9.1 Effects on crew members of time zone differences. After a flight activity that ends in an airport located more than 3 time zones difference from the departure airport, the crew member must compensate operational fatigue with an increment of 1 (one) hour for each time zone difference crossed up to a maximum of 6 hours Up to 3 time zones difference no additional rest required. 7.1.10 Rest periods Air Italy ensure that the minimum rest provided as outlined above is increased periodically to a weekly rest period, being a 36-hour period including two local nights, such that there shall never be more than 168 hours between the end of one weekly rest period and the start of the next. The second of those local night may start from 20.00 local if the weekly rest period has a duration of 40 hours 7.1.11 Extension of flight duty period due to in-flight rest 7.1.11.1 Flight Crew Augmentation When on board are present Flight Crew on duty in a number exceeding the minimum flight crew, the daily limit for the FDP may be increased by following hours: 3hrs if the minimum flight crew is augmented by 1 (one) unit 5hrs if the minimum flight crew is augmented by 2 (two) unit This increment are allowed if following conditions are satisfied: If is possible to plan a continuative period of rest for each crew member, to be performed in approved crew rest (horizontal bed or seat with recline back seat with foot rest separated from the flight deck and isolated from the passenger). The FDP is composed of a maximum of 3 (three) sectors for the 1 unit extension and 2 (two) sectors for the 2 units extension. The division of the rest period between the crew member is balanced between them and must be programmed at the beginning of the flight and thereafter strictly respected. The Flight Crew member that substitute the flight crew member has equal or greater aeronautical title. (those outlined by OPS 1.940 for each position in the flight deck and reported in Ch 5 of this manual) See Table at the end of the chapter as sample. 7.1.11.2 Cabin crew Augmentation For single FDP, when are available on board approved crew rest (horizontal bed or seat with recline back seat and foot rest), that permit a sufficient period, the FDP may be increased to the same amount as those outlined for the Flight Crew Member. 7.1 – FLIGHT & DUTY TIME LIMITATIONS AND REST REQUIREMENTS
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In this case the division of the rest on board must be balanced between all member, programmed at the beginning of the flight and then strictly respected. In the cabin crew manual are reported for each airplane type the minimum number of cabin crew that must remain on duty. This number must never be less than 50% of the minimum cabin crew defined for the plane. Is Air Italy policy to have on B757 minimum Cabin crew on duty 3 and on B767 minimum Cabin crew on duty 4. 7.1.12 Unforeseen circumstances in actual flight operations - commander's discretion Taking into account the need for careful control of these instances implied underneath, during the actual flight operation, which starts at the reporting time, the limits on flight duty, duty and rest periods prescribed in this chapter may be modified in the event of unforeseen circumstances. Any such modifications must be acceptable to the commander after consultation with all other crew members and must, in all circumstances, comply with the following: The maximum FDP referred to in 7.1.4 above may not be increased by more than two hours unless the flight crew has been augmented, in which case the maximum flight duty period may be increased by not more than 3 hours; If on the final sector within a FDP unforeseen circumstances occur after take off that will result in the permitted increase being exceeded, the flight may continue to the planned destination or alternate; In the event of such circumstances, the rest period following the FDP may be reduced but never below the minimum rest defined in 7.1.9 of this chapter; The Commander must, in case of special circumstances, which could lead to severe fatigue, and after consultation with the crew members affected, reduce the actual flight duty time and/or increase the rest time in order to eliminate any detrimental effect on flight safety; If the commander is exercising this privilege, he will submits a report to the operator whenever a FDP is increased by his/her discretion or when a rest period is reduced in actual operation and Where the increase of a FDP or reduction of a rest period exceeds one hour, a copy of the report, to which the operator must add his comments, is sent to the Authority no later than 28 days after the event. NOTE anytime the rest time is reduced according the paragraph above, a specific form called “Riduzione del periodo di riposo”, contained in appendinx C25 Form 229 must be filled by the commander and send to the FOPH that must inform Authority as applicable. 7.1.13 Standby 7.1.13.1 Airport Standby A crew member is on airport standby from reporting at the normal report point until the end of the notified standby period. Airport standby will count in full for the purposes of cumulative duty hours. Where airport standby is immediately followed by a flight duty, the relationship between such airport standby and the assigned flight duty this will count 50% for the part exceeding the 6 hrs for the calculation of the FDP. The maximum period of Airport standby is 12hrs. 7.1.13.2 Standby at home or in hotel The maximum period of this type of standby is 14 hrs and when a standby will not be activated in flight activity, must then, be followed by a rest of 8 hrs. The standby time is counted at 50% as duty hrs. 7.1 – FLIGHT & DUTY TIME LIMITATIONS AND REST REQUIREMENTS
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The maximum FDP of a flight assigned during a standby is related to the maximum FDP available for a flight starting at that hour. 7.1.14 Nutrition A meal and drink opportunity must occur in order to avoid any detriment to a crew member's performance, especially when the FDP exceeds 6 hours. 7.1.15 Flight duty, duty and rest period records Air Italy crew member's records include: block times; start, duration and end of each duty or flight duty periods; rest periods and days free of all duties; and are maintained to ensure compliance with the requirements of this Chapter; copies of these records will be made available to the crew member upon request. If the records held by the operator under above condition do not cover all of his/her flight duty (e.g. part time or freelance pilot or cabin crew), duty and rest periods, the crew member concerned shall maintain an individual record of his/her block times; start, duration and end of each duty or flight duty periods; and rest periods and days free of all duties. A crew member shall present his/her records on request to any operator who employs his/her services before he/she commences a flight duty period. Records shall be preserved for at least 15 calendar months from the date of the last relevant entry or longer if required in accordance with national laws. Additionally, Air Italy will separately retain all aircraft commander's discretion reports of extended flight duty periods, extended flight hours and reduced rest periods for at least six months after the event. 7.1.16 Air Italy Regulations Reporting time: 60 minutes before flight (75 minutes for ETOPS); Pre-flight operations time: 60 minutes before flight (75 minutes for ETOPS); Transfer by air: 90 minutes before EDT (120 min for flight from Terminal 2); by surface: time is reported in the individual schedule Transit time: minimum 30 minutes; Post-flight operations time: 30 minutes.
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7.1.17 Sample Maximum daily flight duty period (FDP) Reporting time
Number of sectors 1 or 2
3
4
5
6 or more
06.00 → 12.59
13.00
12.30
12.00
11.30
11.00
13.00 → 13.59
13.00 → 12.30
12.30 → 12.15
12.00
11.30
11.00
14.00 →14.59
12.30 → 12.00
12.15 → 11.45
12.00 → 11.30
11.30 → 11.15
11.00
15.00 → 15.59
12.00 → 11.30
11.45 → 11.15
11.30 → 11.00
11.15 → 10.45
11.00 → 10.30
16.00 → 16.59
11.30 → 11.00
11.15 → 10.45
11.00 →- 10.30
10.45 → 10.15
10.30 → 10.00
17.00 → 17.59
11.00
10.45 → 10.30
10.30 → 10.00
10.15 → 09.45
10.00 → 0915
18.00 → 18.59
11.00
10.30
10.00
09.45 → 09.30
09.30 → 09.00
19.00 → 21.59
11.00
10.30
10.00
09.30
09.00
22.00→01.59
11.00
10.30
10.00
09.30
09.00
02.00→03.59
11.00
10.30
04.00→04.59
11.00 → 12.00
10.30→11.30
05.00→05.59
12.00 → 13.00
11.30 →12.30
10.00
09.30
09.00
10.00 → 11.00
09.30 → 10.30
09.00
11.00→12.00
10.30 → 11.30
10.00 → 11.00
Note - Within a band of three time zones the WOCL refers to home base time. Beyond these three time zones the WOCL refers to home base time for the first 48 hours after departure from home base time zone, and to local time thereafter. Tab. 1 2. Maximum daily PDP (table 1) extension. 2.1 The maximum daily FDP can be extended by up to one hour provided following conditions are met:
a. the maximum number of extensions is two in any 7 consecutive days; b. extensions are not allowed for a basic FDP of 6 sectors or more; c. where an FDP encroaches on the WOCL by up to two hours extensions are limited to up to four sectors; d. where an FDP encroaches on the WOCL by more than two hours extensions are limited to up to two sectors; e. where an FDP is planned to use an extension pre and post flight minimum rest is increased by two hours or post flight rest only is increased by four hours. Where the extensions are used for consecutive FDPs the pre and post rest between the two operations shall run consecutively; f. when an FDP with extension starts in the period 22:00 to 04:59 hours the operator will limit the FDP to 11.45 hours.
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Index 7.2 Exceedances and/or reductions.................................................................................. 1 7.2.1 General ................................................................................................................. 1
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7.2 EXCEEDANCES AND/OR REDUCTIONS 7.2.1 General Duty time can only be exceed if during the exceedence time no flying activity or simulator activity is required. In any other case, the exceedences of flight and duty time limitations and/or reductions of rest period are regulated by the Subpart Q of EU-OPS and national legislation, which applies for to Air Italy . For the conditions where is acceptable to perform a duty time exceedances and/or rest reduction refer to Ch 7.1 of this manual. NOTE anytime the duty time (PSV) is extended according the paragraph above, a specific form called “estensione in effettuazione del PSV”, contained in appendinx C24 Form 228 must be filled by the commander and send to the FOPH that must inform Authority according Italian FTL rules. NOTE anytime the rest is reduced according to the paragraph above, a specific form called “riduzione del rest fuori sede”, contained in appendinx C24 Form 229 must be filled out by the commander and sent to the FOPH that must inform Authority according to Italian FTL rules.
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8.1 Flight Preparation Instructions ...................................................................... 1-62 8.2 Ground Handling Instructions ........................................................................ 1-42 8.3 Flight Procedures ............................................................................................. 1-73 8.4 All Weather Operations (AWO) ....................................................................... 1-16 8.5 ETOPS ...................................................................................................................1-6 8.6 Use of MEL and CDL ............................................................................................1-4 8.7 Non Revenue Flights ...........................................................................................1-2 8.8 Oxygen Requirements ........................................................................................1-4 8.9 Cold Weather Operations ................................................................................ 1-10
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Index 8 OPERATING PROCEDURES .................................................................................. 1 8.1 Flight Preparation instructions .............................................................................. 1 8.1.1 Minimum Flight Altitudes (MFA).................................................................. 2 8.1.1.1 General. .................................................................................................. 2 8.1.1.2 Establishment of Minimum Flight Altitudes ............................................. 2 8.1.1.3 Presentation and application of Minimum Flight Altitude ........................ 2 8.1.1.4 Arrival and Departure.............................................................................. 3 8.1.1.5 Responsibility for Terrain Clearance....................................................... 3 8.1.1.6 Flight Plan Requirement ......................................................................... 3 8.1.1.6.1 Company OFP ................................................................................. 3 8.1.1.7 Pressure different from Standard............................................................ 3 8.1.1.8 Temperature below Standard ................................................................. 4 8.1.1.9 High Terrain ............................................................................................ 4 8.1.1.10 Mountain Waves ................................................................................... 5 8.1.1.11 Engine Inoperative................................................................................ 5 8.1.1.12 Further MFA Requirements .................................................................. 5 8.1.2 Criteria for determining the usability of aerodromes ................................... 5 8.1.2.1 Performance Considerations - Class A Aeroplanes................................ 5 8.1.2.1.1 General ............................................................................................ 5 8.1.2.1.2 Terminology ..................................................................................... 6 8.1.2.1.3 Requirements for each phase of the flight........................................ 6 8.1.2.2 Aerodrome categorisation..................................................................... 10 8.1.2.3 Authorised Aerodromes ........................................................................ 11 8.1.2.4 Use of Aerodromes when No Figures or Charts are available. ............. 13 8.1.2.5 Commander/PIC Route and Aerodromes Competence Qualification ... 13 8.1.2.5.1 Aerodrome Competence qualification ............................................ 13 8.1.2.5.2 Route Competence Qualification.................................................... 14 8.1.2.5.3 Exceptional Circumstances ............................................................ 14 8.1.2.5.4 Keeping of Records........................................................................ 14 8.1.3 Methods for establishing aerodrome operating minima (AOM)................. 14 8.1.3.1 Wind limits. ........................................................................................... 15 8.1.3.2 Aeroplane categories ............................................................................ 15 8.1.3.3 Calculation of Aerodrome Operating Minima (AOM) by Pilots .............. 16 8.1.3.3.1 General .......................................................................................... 16 8.1.3.3.2 Calculation of Take-Off Minima ...................................................... 16 8.1.3.3.3 Calculation of Approach Minima..................................................... 16 8.1.3.3.4 Calculation of Circuit Minima.......................................................... 18 8.1.3.4 Aerodrome Operating minima.............................................................. 18 8.1.3.4.1 Take-off .......................................................................................... 18 8.1.3.4.2 Non-Precision approach................................................................. 20 8.1.3.4.3 Precision approach – Category I operations .................................. 22 8.1.3.4.4 Precision approach – Category II and III operations ...................... 23 8.1.3.4.5 Circling Approach ........................................................................... 23 8.1.3.4.6 Visual Approach ............................................................................. 25 8.1.3.4.7 Minima specification USA/Canada. ................................................ 25 8.1.3.5 Reserved .............................................................................................. 25 8.1.4 Enroute Minima for VFR Flights................................................................ 25 8.1.4.1 Planning minima for VFR Flights .......................................................... 25 8.1.4.2 Minimum Vis for VFR Operations ......................................................... 25 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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Presentation and Application of Aerodrome and En-Route Operating Minima ..................................................................................................... 26 8.1.5.1 General ................................................................................................ 26 8.1.5.2 Presentation ......................................................................................... 26 8.1.5.3 Take-off ................................................................................................ 27 8.1.5.3.1 General.......................................................................................... 27 8.1.5.3.2 Planning minima requirements for Take-off alternate(s). ............... 27 8.1.5.3.3 Meteorological requirements ......................................................... 27 8.1.5.4 Destination, Alternate and En-Route Alternate..................................... 27 8.1.5.4.1 Regulation requirements................................................................ 28 8.1.5.4.2 Meteorological requirements ......................................................... 28 8.1.5.4.3 En-Route Alternate Aerodrome...................................................... 29 8.1.5.4.4 Reduced Contingency fuel En-Route Alternate (3% ERA) ............ 30 8.1.5.5 Conversion of Met Visibility to RVR...................................................... 31 8.1.5.6 Effect on AOM of Temporarily Failed or DowngradedGroundEquipment........................................................ 31 8.1.5.6.1 Introduction. ................................................................................... 31 8.1.5.6.2 General.......................................................................................... 31 8.1.5.6.3 Conditions applicable to the following table. .................................. 31 8.1.5.7 Commander’s Discretion ...................................................................... 33 8.1.5.8 Co-pilots Take-off and Landing ............................................................ 33 8.1.5.9 En-Route Operating Minima................................................................. 33 8.1.5.10 Deviation from Flight Plan Route........................................................ 33 8.1.6 Interpretation of Meteorological Information............................................. 34 8.1.6.1 Awareness of the Flight Crew .............................................................. 34 8.1.6.2 Meteorological Actual Reports (METAR).............................................. 34 8.1.6.3 Aerodrome Weather Forecasts (TAFs) ................................................ 36 8.1.6.4 Meteorological Messages and Decodes............................................... 37 8.1.6.5 Forecast table ...................................................................................... 37 8.1.7 Determination of the quantities of fuel, oil and water methanol carried.... 39 8.1.7.1 Fuel Requirement – General ................................................................ 39 8.1.7.1.1 Fuel Definitions .............................................................................. 39 8.1.7.2 Standard Fuel Planning........................................................................ 41 8.1.7.2.1 Pre-flight fuel calculation................................................................ 41 8.1.7.2.2 In-flight re-planning fuel calculation ............................................... 41 8.1.7.3 Special Fuel Planning........................................................................... 42 8.1.7.3.1 Dispatch with Less than Total Fuel pre-Calculated (Decision Point Procedure)............................................................................ 42 8.1.7.3.2 Planning with Enroute Alternate..................................................... 42 8.1.7.3.3 Use of Isolated Aerodromes .......................................................... 43 8.1.7.3.4 Predetermined Point Procedure .................................................... 43 8.1.7.4 Inflight procedure ................................................................................. 43 8.1.7.4.1 Enroute alternate procedure .......................................................... 43 8.1.7.4.2 In-flight Fuel Monitoring ................................................................. 44 8.1.7.4.3 Fuel consumption in case of Engine failure ................................... 45 8.1.7.4.4 Fuel consumption in case of pressurization failure and or engine failure............................................................................................. 45 8.1.7.4.5 Keeping Fuel Records ................................................................... 45 8.1.7.5 Oil Requirement ................................................................................... 45 8.1.7.6 Water Methanol Requirement .............................................................. 45 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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8.1.8 Mass and Centre of Gravity ...................................................................... 45 8.1.8.1 General ................................................................................................. 45 8.1.8.2 Terminology .......................................................................................... 46 8.1.8.3 Loading, mass and balance .................................................................. 46 8.1.8.4 Mass and Balance Documentation ....................................................... 46 8.1.8.4.1 General .......................................................................................... 46 8.1.8.4.2 Commander’s responsibility ........................................................... 46 8.1.8.4.3 Mass and balance documentation contents ................................... 47 8.1.8.4.4 Computerised system..................................................................... 47 8.1.8.4.5 Data-link ......................................................................................... 47 8.1.8.5 Mass values for crew ............................................................................ 47 8.1.8.6 Mass values for passengers and baggage ........................................... 47 8.1.8.6.1 Passenger classification................................................................. 47 8.1.8.6.2 Passengers and baggage .............................................................. 48 8.1.8.6.3 Mass values for passengers – 20 seats or more............................ 48 8.1.8.6.4 Mass values for baggage ............................................................... 48 8.1.8.7 Last Minute Changes Procedure .......................................................... 49 8.1.8.8 Specific Gravity of Fuel and other Fluids .............................................. 49 8.1.8.9 Determination of the dry operating mass of an aeroplane (for info only). 50 8.1.8.9.1 Weighing of an aeroplane .............................................................. 50 8.1.8.9.2 Fleet mass and CG position ........................................................... 50 8.1.8.9.3 Number of aeroplanes to be weighed to obtain fleet values........... 51 8.1.8.9.4 Weighing procedure ....................................................................... 51 8.1.8.9.5 Special standard masses for the traffic load................................... 52 8.1.8.9.6 Aeroplane loading .......................................................................... 52 8.1.8.9.7 Centre of gravity limits.................................................................... 52 8.1.8.10 Definition of the area for flights within the European region (nondomestic) ............................................................................................ 53 8.1.9 ATS Flight Plan......................................................................................... 53 8.1.9.1 IFR Flight Plan ...................................................................................... 53 8.1.9.2 Responsibility for Flight Plan................................................................. 53 8.1.9.3 Replacement Flight Plans ..................................................................... 53 8.1.10 Operational Flight Plan ............................................................................. 53 8.1.10.1 General ............................................................................................... 53 8.1.10.2 Preparation ......................................................................................... 54 8.1.10.3 Maintenance of the Flight Plan ........................................................... 54 8.1.10.4 Contents of the Flight Plan.................................................................. 54 8.1.10.5 Retention of Flight Plan....................................................................... 55 8.1.10.6 Re-routes ............................................................................................ 55 8.1.11 Operator’s Aeroplane Technical Log ........................................................ 55 8.1.11.1 General ............................................................................................... 55 8.1.11.2 Technical Log ..................................................................................... 55 8.1.11.3 Entering of Defects ............................................................................. 55 8.1.11.4 Deferring of Defects............................................................................ 56 8.1.11.5 Technical Log Procedures .................................................................. 56 8.1.11.5.1 Departure ..................................................................................... 56 8.1.11.5.2 Arrival ........................................................................................... 57 8.1.11.5.3 Aircraft Technical Log Book ......................................................... 57 8.1.11.6 Cabin Defects Book ............................................................................ 57 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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8.1.12 List of Documents, Forms and additional Information to be carried ......... 57 8.1.12.1 List of Documents .............................................................................. 57 8.1.12.2 Pilot Voyage Report ........................................................................... 59 8.1.12.3 Flight Envelope Documents ............................................................... 59 8.1.12.4 Other Reports Required ..................................................................... 60 8.1.12.5 Production of documentation and records.......................................... 61
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OPERATING PROCEDURES
8.1 FLIGHT PREPARATION INSTRUCTIONS A Commander shall not commence a flight unless he is satisfied that: the aeroplane is airworthy: the Aircraft Technical Logbook (TLB) is filled out as required for the intended flight; the aeroplane configuration is in accordance with the Configuration Deviation List (CDL); the instruments and equipment required for the flight to be conducted are available and are in operable condition except as provided in the approved Minimum Equipment List (MEL); the external surfaces of the aircraft are clear of frost, ice and snow or any deposit which might adversely affect the performances and/or the controllability of the aircraft except as permitted in the Operations Manual; the mass of the aeroplane at the commencement of the Take-Off roll, will be such that the flight can be conducted in compliance with Minimum Flight Altitudes, Aerodrome Operating Minima and Operational Manual Part B FCOM; the load is properly distributed and safely secured; all required flight deck and cabin emergency systems and equipment are available, accessible and serviceable IAW OM Part B and CCM; an Operational Flight Plan (OFP) is produced and carried on board; the provisions specified in the Operations Manual in respect of fuel, oil and oxygen requirements, minimum safe altitudes, aerodrome operating minima and, where required, availability of alternate aerodromes can be complied with for the planned flight; the operations of a twin-engine aeroplane are conducted over a route that does not contain points further from an adequate aerodrome than 60 minutes flight in still air at one engine inoperative cruise speed unless all the requirements for ETOPS are satisfied and the Authority approval for such operations is granted; the Company meteorological, ATS and emergency briefings are performed (refer to 8.1.12.1 for the complete list of documents to be carried on board for each flight); any existing or forecasted icing conditions are within the capabilities of the aircraft’s certification and equipment; the parts of the Operations Manual required for the conduct of the flight are available (refer to 8.1.12.1 for the complete list of documents to be carried on board for each flight); the provisions specified in the Operations Manual in respect of aircraft performance and operational limitations are not exceeded; current maps, charts and associated documents or equivalent data are available to cover the intended operation of the aeroplane including any diversion which may reasonably be expected; ground facilities and services required for the planned flight are available and adequate; any operational limitation in addition to those covered by sub paragraphs above can be complied with; the documents, additional information and forms required to be available are on board.
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8.1.1 Minimum Flight Altitudes (MFA) 8.1.1.1 General. When an aircraft is operated for the purpose of commercial air transport, the minimum altitude / Flight Level at which it is permitted to fly is governed, either by national regulations, air traffic control requirements or by the need to maintain a safe height margin above any significant terrain or obstacle en route. The highest Altitude / Flight Level produced by all these considerations for a particular route sector will determine the Minimum Flight Altitude. 8.1.1.2 Establishment of Minimum Flight Altitudes The Minimum Flight Altitudes for both VFR and IFR flights is determined in accordance with the Operations Manual, part C (Jeppesen/Aerad Volumes) for all route segments to be flown which provide the required terrain clearance taking into account the EU-OPS requirements. The procedure for determining the MFA is as follows. A. For night or IMC flying: the Minimum Obstruction Clearance Altitude (MOCA) or, if not available, the Grid Minimum Off-route Altitude (Grid MORA), the relevant Minimum Safe/Sector Altitude (MSA) or, when under the control of an approved radar unit, the Minimum Vectoring Altitude (MVA); B. for VMC flying by day: 500 ft above all obstacles. These shall be calculated in accordance with the requirements of this point 8.1. and particular care must be taken to ensure that the prescribed corrections for adverse weather conditions are applied to the basic MFA to ensure that the MOCA (or Grid MORA), the relevant MSA or MVA is not infringed. For definition of MOCA, MORA, MSA and MVA, see O.M. part C, Jeppesen/Aerad Introduction. The above method for establishing minimum flight altitudes is approved by the Authority. Where minimum flight altitudes established by State over flown are higher than those established by Air Italy, the higher values will apply. When establishing minimum flight altitudes, the following factors must be kept in mind: The accuracy with which the position of the aeroplane can be determined; The probable inaccuracies in the indications of the altimeters used; The characteristics of the terrain (e.g. sudden changes in the elevation) along the routes or in the areas where operations are to be conducted; The probability of encountering unfavourable meteorological conditions (e.g. severe turbulence and descending gusts); Possible inaccuracies in aeronautical charts. In fulfilling the above prescribed requirements, due consideration will be given to: A. Correction for temperature and pressure variation from standard values as per points 8.1.1.7. and 8.1.1.8. below; B. The ATC requirements; C. Any contingencies along the planned route. In any case, MFA for IFR flights can be lower of the Minimum En-route IFR Altitude (MEA), where MEA is the lowest published altitude between radio fixes that meets obstacle clearance requirements between those fixes and in many countries assures acceptable navigational signal coverage. 8.1.1.3 Presentation and application of Minimum Flight Altitude It is Air Italy policy to apply the safety altitudes specified in the Operations Manual, part C. 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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Pilots must therefore ensure that they are familiar with and understand the system used by Operations Manual, part C for the designation of safety altitudes and its limitations in area with respect to route centreline and fixes. The MORA values are reported on all Air Italy OFPs (Operational Flight Plans). Flight Crews are allowed to descend below any applicable MFA only if appropriate lateral guidance can be obtained and maintained (i.e. visual contact with ground in case of visual approaches or emergency descent below MORA). 8.1.1.4 Arrival and Departure Flight Crew will follow instrument departure and approach procedures established by the State where the aerodrome is located. Deviation from a published departure or arrival route may be accepted if approved or proposed by ATC and for operational condition providing, in any case, obstacle clearance criteria are observed. The final approach must be flown visually or in accordance with the established instrument approach procedure. 8.1.1.5 Responsibility for Terrain Clearance The final responsibility for terrain clearance remains at all times with the aircraft Commander even when he has been positively identified and is being vectored by radar; in this instance he should use whatever navigational facilities are available to cross check his position, particularly when operating in the vicinity of high ground. The Commander or the pilot to whom conduct of the flight has been delegated will not fly below specified minimum altitude except when necessary for take-off or landing. 8.1.1.6 Flight Plan Requirement The MFA for each section must appear on the Flight Plan carried on the flight deck. It is Air Italy’s policy to use Grid MORA as MFA. Operational Flight Plan should have this information for each way-point. If the above information is missing, an hand-made entry in the flight plan must be done by the Flight Crew whenever MFA is higher than 10,000 ft. 8.1.1.6.1 Company OFP The Company (Operational Flight Plan) OFP provide a separation of 1000 ft, up to 5000 ft and a separation of 2000 ft above this height, above known terrain or man made obstacles within 10 nm of the track centreline and within 10nm radius of reporting points (the same calculations as for Jeppesen / Aerad Airway MORA). When operating on an IFR flight plan in IMC, in order to utilise the Company 10 nm MSA, the following conditions must be met: (i) Track guidance facilities such as VOR or NDB, or navigation capability using DME, must be available and be of such a class to give reasonable accuracy; or (ii) A serviceable FMS/IRS approved navigation system is utilised to monitor tracking; or (iii) The aircraft is under radar control with position monitoring by reference to other aids (Radar control does not relieve a Commander from his responsibility for ensuring adequate terrain clearance). 8.1.1.7 Pressure different from Standard All published safety altitudes in the Operations Manual Part C relate to height above mean sea level and are measured with reference to QNH. Particular care must therefore be taken when commencing descent in regions of particularly low pressure where terrain clearance is a concern. 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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Both altimeters should be set to the regional QNH in order that a cross-check may be carried out before the altimeter of the flying pilot is returned to standard pressure (assuming clearance has been given to a nominated flight level). The difference between the two altimeters should be noted and applied with great care during the descent to ensure that no safety height or clearance level is violated. For quick reference see table below: QNH or NEAREST CORRECTION STATION 1050 + 1.000 ft 1045 + 860 ft 1040 + 720 ft 1035 + 590 ft 1030 + 460 ft 1025 + 320 ft 1020 + 180 ft 1015 + 50 ft 1013 --- -----1010 80 ft 1005 - 220 ft 1000 - 380 ft 995 - 510 ft 990 - 630 ft 985 - 780 ft 980 - 920 ft 975 - 1.080 ft 8.1.1.8 Temperature below Standard Adequate allowance to calculated safety altitude must also be made when the Ambient Temperature on the surface is much lower than Standard. When Ambient Temperature is lower than ISA, the following additions to safety altitudes must be made: Lower than ISA -15°C not less than 10%; Lower than ISA -30°C not less than 20%; Lower than ISA -50°C not less than 25%. 8.1.1.9 High Terrain When flights are conducted within 20 NM of terrain which rises over 2,000 ft, and the selected cruising altitude or one engine inoperative re-establishing altitude is at or close to calculated MFA, the MFA must be corrected for wind effect in accordance with the following table: WIND SPEED(Kts) 0÷30 Kts 31÷50 Kts 51÷70 Kts Over 70 Kts
ELEVATION of TERRAIN (ft) 2,000÷8,000 Above 8,000 +500 +1,000 +1,000 +1,500 +1,500 +2,000 +2,000 +2,500
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8.1.1.10 Mountain Waves Furthermore, when mountain waves are forecast, reported or encountered, the MFA must be further increased when flying over mountainous terrain in order to provide a vertical clearance over the highest ridge at least equal to the height of the ridge above the surrounding terrain. Naturally, common sense suggests that it is preferable, when practicable, to avoid such conditions by choosing an alternate routing, particularly if significant windshear or turbulence is forecast. 8.1.1.11 Engine Inoperative In flight planning, care must be taken that the maximum altitude obtainable with all engines operating and the appropriate maximum cruise altitude with one engine inoperative are both greater than the calculated MFA for all sectors of the route. Where performance is inadequate, the flight may still be dispatched by nominating specific safe escape routes after drift down from a critical point or points en-route. Great care must be taken in calculating such profiles and, in addition to being prominently featured on the flight plan, during the pre-flight briefing the attention of operating crews must be specifically drawn to the procedure required should an engine fail at a critical point. When a particular route require the above procedure detail will be reported in the OM Part C “Route Manual” 8.1.1.12 Further MFA Requirements The following additional requirements will be considered in conjunction with MFA: Except when taking-off or landing, the absolute minimum height will be at least 2000 ft above any congested area or assembly of people; An MFA must provide adequate terrain clearance in the event of engine failure; Before take-off, both pilots must be fully conversant with the ENGINE FAIL/Emergency Turn Procedure and ATC instructions will be checked to verify compliance with MFA requirements; When under radar control, the aircraft position and height will be monitored continuously and the Flight Crew will be ready to immediately assume responsibility for terrain clearance should there be a loss of radio communication; The ATC Instruction “Cleared To” normally given in a non-radar environment does not take account of terrain. The instruction “Descend To”, however is normally used when radar control is applied and MFAs are considered. 8.1.2 Criteria for determining the usability of aerodromes It is Air Italy policy that flights will be planned and operated into and out of controlled aerodromes unless this is precluded by operational considerations. 8.1.2.1 Performance Considerations - Class A Aeroplanes. 8.1.2.1.1 General This Manual refers to performance Class A aeroplanes as prescribed in EU OPS 1 - Sub Part G. The performance regulations applicable for Performance Class A aeroplanes (all jets and all other aeroplanes with more than 9 passenger seats or when above 5,7 t) under EU OPS 1 state as a basic principle that the flight must be dispatched in such a way that at the start of Take-off or in any phase of flight the weight of an aircraft, considering expected fuel consumption and fuel jettison (if available), comply with the requirements and in the 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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event of an engine failure the aeroplane can clear all obstacles throughout all phases of the flight by the margins prescribed by the regulations. Account must be taken of any operational factor, aeroplane configuration, environmental conditions and operation of systems which have an adverse effect on performance. 8.1.2.1.2 Terminology Refer to Operations Manual Part A – Appendix A 8.1.2.1.3 Requirements for each phase of the flight. All the requirements listed in this paragraph refer to twin engine aircraft only A. Take-off The available runway distances such as TORA (Take-Off Run Available), TODA (Take-Off Distance Available), ASDA (Accelerate Stop Distance Available) or LDA (Landing Distance Available) shall not be exceeded. The Take-off distance must not exceed the TODA with a clearway distance not exceeding half of the TORA. Regardless of the mass limits imposed by the available runway length or possible mass limits caused by obstacles in relation to the Net Flight Path (NFP) and during final climb out, the mass limits for altitude and temperature (formerly called «WAT-limits») shall not be exceeded. The Take off performance computations must take also account of the following: the runway surface condition and the type of runway surface; the runway slope in the direction of the take-off; the loss, if any, of runway length due to alignment of the airplane; in case of wind during take-off and landing, not more than 50% of the headwind component or not less than 150% of the tailwind component must be used for calculations; whenever the runway is wet or contaminated the required corrections shall be applied. Only a single value of V1, for the rejected and continued Take-off, will be used. On a wet or contaminated runway, the take-off weight must not exceed that permitted on a dry runway under the same conditions. See Pilot Support Manual - IRT for details B. Take-off obstacle clearance. The flight path begins at a point 35 ft above the end of the Take-Off distance and ends at 1,500 ft above the Take-Off surface (or when the final en-route configuration has been reached). The Take-off distance considered is the longest of the following: 115% of distance with all engines operating from the start of Take-off to the point at which the aeroplane is 35 ft above the runway or clearway (15ft for wet or contaminated runway); The distance from the start of Take off to the point which is 35 ft above runway or clearway assuming failure of the critical engine occurs at the decision speed for a dry runway; As above for wet or contaminated runway but the height considered is 15ft. Obstacles must be cleared by at least 35 ft vertically. When calculating the different segments (1st, 2nd, 3rd, 4th) the obstacle data is presented on the «ICAO type A - Obstacle Chart» as given for the individual runway and airport in the AIP must be used.As per ICAO annex 4, obstacles on the type A chart must be presented if they penetrate an obstacle slope of 1,2% to the point beyond which no significant 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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obstacles exists, but for a maximum distance of 10 Km from the end of the Take-Off distance available. For compliance with performance regulations all obstacles shall be considered if they are within 90 m on either side of the extended centreline plus 0.125% the distance from runway end (the same as 12.5% of the distance D from the end of TODA with the total equal to 90m + 0.125D). For aeroplanes with a wingspan of less than 60 m (757,etc.) 60 m plus half the wingspan, plus 0.125 D may be used. i.e. for B757 = 60 m + 23.7 m + 0.125 D; NOTE: the above described lateral obstacle separation extends up to 300 m, or 600 m if a turn is scheduled (Engine Out Emergency Turn) when the prescribed navigational accuracy can be maintained under one engine inoperative conditions; it extends up to 600 m and 900 m respectively, when the required accuracy cannot be assured. This means that an accurate planning of obstacles is possible only up to a maximum of 10 Km. Since the end of the final climb segment may sometimes be positioned beyond the 10 Km distance, other sources must be used to depict any obstacles. ICAO recommends a type C chart on which all obstacles shall be given within a radius of 45 Km around the airport reference point. Unfortunately this recommendation is only followed occasionally so that this information/chart is available very rarely. Route Manual charts also do not show all obstacles. For route requirements track change shall not be allowed up to a height of one half the wingspan but not less than 50ft. AIRCRAFT B737-300/400 B737-300W B737-700/800 B737-700W/800W B757-200 B767-200 B767-300
WINGSPAN 28.88 m / 94.9 ft 32.2 m / 102 ft 34.3 m / 112.6 ft 35.8 m / 117.4 ft 38 m / 125 ft 47,57m / 156,1ft 47,57m / 156,1ft
HALF WING SPAN 47,45ft 51 ft 56,3ft 58,7 ft 62 ft 78,05 ft 78,05 ft
In any case up to a height of 400 feet above threshold elevation the bank is limited to 15°, above 400 feet up to 25° may be scheduled. For bank of 15° or more, performance deterioration and speed adjustment as specified in AFM must be considered; vertical separation becomes 50 ft. The AFM generally provides a climb gradient decrement for a 15° bank turn. For bank angle of more than 15°, if no information is provided in AFM, the following speed and gradient corrections must be applied. BANK 15° 20° 25°
SPEED V2 V2 + 5 kt V2 + 10 kt
GRADIENT Correction 1 x AFM 15° gradient loss 2 x AFM 15° gradient loss 3 x AFM 15° gradient loss
Special Procedures and Authority approval are required for bank angles more than 20° between 200 ft and 400 ft and for bank angle more than 30° over 400 ft. 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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The Eng Fail Procedure is taking care of all the above considerations. See also Take Off Analysis introduction for further details part of OM Part C “Route Manual”. B1. Visual obstacle Separation When a sufficient number of visually identifiable obstacles and reference points exist and can readily be seen by the crew a special procedure for manoeuvring the aircraft to clear such obstacles by externally visual reference will be produced. When this procedure is adopted a dedicated, and clearly identified, TO analysis table will be provided and must be used. A special chart will be provided clearly showing the relevant obstacles and the turning points. The procedure will also define the limiting meteorological conditions in which the procedure is permitted; the conditions will be specified in terms of: minimum visibility and cloud cover; maximum wind; day or night and obstacle lighting. C. Standard Instrument Departure Routes (SIDs). SIDs - as published by ATC-Services - are constructed using the procedures outlined under DOC 8168 PANS/OPS. If no special altitudes/levels are promulgated in the SID, procedures are based on a 2.5% slope plus a safety margin of 0.8% - thus requiring a gradient of 3.3% to be highlighted in the all engine case. The 3.3% slope starts at the end of the TODA and extends to the point where the SID ends, or to the minimum IFR safe altitude. From the above it is evident that the 3.3% (minimum gradient) must be achieved also in case of engine failure unless a contingency procedure is prepared by the Operator. If there should be obstacles in the SID penetrating the 2.5% obstacle identification surface, then a higher climb gradient than 2.5%+0.8% safety margin will be required. If the aeroplane weight would allow a one engine out gradient of at least 3.3% - under the altitude / temperature conditions -, then a SID could be followed without problems unless the SID specifies minimum gradients higher than 3.3%. If either the weight is higher or a higher gradient is required, an escape / contingency procedure must be developed to allow a safe departure in case of an engine failure. It is difficult to find maps and charts giving reliable information about obstacles and terrain elevation. ICAO type C charts would be a reliable source. Alternatively ICAO VFR charts may be used although not all obstacles are given. Published MSA’s (Minimum Sector Altitudes) for the relevant sector(s) may occasionally be too conservative. From the above it follows that the departure briefing must include a discussion of the obstacle situation along the SID - eventually an escape procedure (i.e. ENGINE FAIL/emergency turn) should be followed in case of an engine failure considering obstacles on track guidance aspects. D. Enroute / Driftdown. The SID ends at a point no lower than the MEA, and usually above it. The MEA does not only provide a 1,000 ft or 2,000 ft, where applicable, vertical obstacle clearance but normally also assures the COM / NAV signals are received so as to ensure track guidance. From the basic performance policy it is evident, that the MEA or MVA (Minimum Vectoring Altitude) - must be maintainable with one engine out. 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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It is therefore mandatory, that a drift-down procedure must be developed and observed, in case the aeroplane gross weight is such, that the single engine service ceiling should be below MEA / MVA or MORA (Minimum Off-Route Altitude). For an en-route/one engine inoperative drift-down the following must also be considered: the engine is assumed to fail at the most critical point along the route. account is taken of the effects of winds on the flight path. Fuel jettisoning, if available, is permitted to an extent consistent with reaching the aerodrome with the required fuel reserves, if a safe procedure is used. E. Approach / Missed Approach. Unless otherwise indicated in the procedures, missed approach procedures are based on a minimum gradient of 2.5%. When other than a 2.5% gradient is used this will be indicated on the instrument approach chart. 2.5% is the gradient as derived from an obstacle slope of 1:40 (or only 1:30 in case of some regional airports) extending from the runway end upwards. Since the missed approach point is often located somewhere before the runway, there usually is an adequate distance to the obstacle surface plane so that the required angle is flatter than the minimum required 2.5%. In addition, missed approach is initiated from a height not below 100 ft (CAT II) or 200 ft (CAT I). Airworthiness requirements specify a minimum grade single engine approach gradient for twin engine aeroplanes of 2.1% (CAT I and Non Precision) and 2.5% (CAT II and CAT III). It is therefore recommended, always to observe the CAT II gradient requirement of 2.5% unless otherwise specified in the missed approach procedure. The use of an alternative method must be approved by the Authority. F. Landing Configuration Climb Contrary to all other phases of the flight, the aeroplane in its final landing configuration (that means: gear down + flaps for landing) is not expected to demonstrate a one engine out climb performance. Also airworthiness requirements only require an all engine climb gradient of 3.2%. In case of a balked landing, a go around with one engine failed may only be executed when the height is such as to allow a configuration change from landing climb into approach climb configuration. G. Landing. The landing weight for the estimate time of arrival at destination and/or at any alternate aerodrome shall be below the Maximum Landing Weight reported in the Operations Manual Part B and must allow a full stop landing from 50 ft above threshold. The limits reported in the OM Part B must be observed also for altitude, temperature, expected wind and runway slope of the destination /alternate airport. Operational rules require, that the actual landing distance is factored with 1.67 (60% factor for jets) or 1.43 (70% for prop aeroplanes) – Required Dry Landing Distance. The 60% / 70% factor applies for dry runways only. When dispatching a flight to an aerodrome with reports or forecasts or a combination thereof indicate a wet runway, then the Landing Distance Available (LDA) must be such as to allow a landing with the estimated LW considering the 60% / 70% factor (Required Dry Landing Distance) plus a 15% factor for a wet runway (Required Wet Landing Distance = Required Dry Landing Distance times 1.15). When dispatching a flight to an aerodrome with a runway estimated at time of arrival contaminated, the landing distance available (LDA) must be at least the Required Wet 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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Landing Distance or at least 115% of the landing distance determined in accordance with approved contaminated landing distance data or equivalent, accepted by the Authority, whichever is greater (Required Contaminated Landing Distance). NOTE: A landing distance on wet or contaminated runway shorter than that required above may be used if the Operations Manual Part B includes specified additional information about landing distance on wet or contaminated runway. When in flight and prior to commencing descent, the crew must consider the actual runway condition for the landing time. For landing with a system failures known before the dispatch, the available runway length must be at least equal to the Required Dry/Wet/Contaminated Landing Distance (it depends by the runway condition) multiplied by the coefficient given in the Operations Manual Part B or MEL. In case of an aircraft system failure occurring in flight and affecting the landing performance, the runway length to be considered for landing is the actual landing distance without failure, multiplied by the landing distance coefficient associated with the failure. The concept of Required Landing Distance no longer applies. H. General notes 1) All type related performance data may be found in the FPPM. 2) Regardless of the AFM / FPPM performance data a Take-Off shall not be made on runways with a reported braking action Poor (or a breaking coefficient less than 0.25). 3) Same restriction applies to landings as well, unless justified by an emergency situation. 4) Increased bank angles procedure above limits of the Operations Manual Part B are not authorised. 5) Steep approach (more than 4.5° angle) are not authorised. 8.1.2.2 Aerodrome categorisation All Air Italy destination and alternate aerodromes are required to be categorised as detailed below and the Operator's categorisations approved by Authority (Operations Manual Part C). Each aerodrome categorisation will be reviewed on an annual basis by the Flight Operations Post-Holder and Fleet Manager and re-categorised as appropriate. A. Category A An aerodrome which satisfies all the following requirements: a. an approved instrument approach procedure; b. at least one runway with no performance limited procedure for Take-Off and/or landing; c. published circling minima not higher than 1,000 ft AAL; d. night operations capability. B. Category B An aerodrome which does not satisfy one or several of the Category A requirements and which requires extra considerations such as: a non standard approach aids and/or approach patterns; b unusual local weather conditions; c unusual characteristics or performance limitations; d unfamiliar or deficient runway lighting system; e difficult terrain; f any other relevant considerations including obstructions, physical layout, lighting etc. which, in the opinion of the Flight Operations Post-Holder require particular briefing. g published circling minima higher than 1,000 ft AAL; 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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C. Category C An aerodrome which requires special considerations in addition to those for Category B aerodromes. D. Un-categorised Aerodromes. The Route Manual lists aerodromes already categorised for quick reference. In normal circumstances, Commanders may only operate into aerodromes which have been categorised by the Company and for which required information and Aerodrome Operating Minima have been provided in OM Part C. A Commander cannot self categorise an aerodrome unless in emergency. If in doubt about the aerodrome category, contact Flight Operation Post-Holder or Fleet Manager. 8.1.2.3 Authorised Aerodromes Air Italy operations are limited to aerodromes on the list published on the Operations Manual Part C Ch 2, unless specific authorisation for a particular operation has been obtained from the Flight Operations Post-Holder. In the case of specific authorisation, a full briefing on the operation will be prepared by the Operations Department for the operating crew, if airport is not classified as Category A. In compiling the list of authorised aerodromes and in considering particular cases, care must be taken to ascertain that the aerodrome in question is adequate in respect of the applicable performance requirements and runway characteristics. An aerodrome is adequate for operations if: a) landing and over-flying permission has been obtained; b) it can be reached while respecting the rules of the air; c) the available runway length and width is sufficient to meet the aircraft performance requirements (required Take-Off and landing distance); d) the flight crew members have the required qualifications, experience and documentation including up-to-date approach and aerodrome charts (refer to Operations Manual, part C for aerodrome documentation). The use of aerodromes with no let-down aids is prohibited without the specific authorisation of the Authority; e) rescue and fire fighting aerodrome category is compatible with the aircraft (ICAO DOC 9137-AN/898 - Part 1: Airport Services Manual - Rescue and Fire Fighting). Aerodrome rescue and fire fighting categories and aircraft categories have been developed and recommended for use by ICAO (ANNEX 14) for the purpose of providing information concerning the availability or rescue and fire fighting services at aerodromes. These categories are based on criteria such as aeroplane length, number of movements, etc. and are expressed by figures from 1 to 10 for increasing levels of protection. The table on next page is to be used as guideline only.
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A 8.1 12 30 May 10
CAT
OVERALL LENGHT (m)
1
up to 9
MAXIMUM FUSELAGE WIDTH (m) 2
2
9 up to but not including 12
2
3
12 up to but not including 18
3
4
18 up to but not including 24
4
5
24 up to but not including 28
4
6
28 up to but not including 39
5
7
39 up to but not including 49
5
8
49 up to but not including 61
7
9
61 up to but not including 76
7
The respective aerodrome category may be found in the Operations Manual, part C. Aerodrome usually informs Air Crew of the “Rescue and fire fighting aerodrome” capability by communicating the “Rescue and fire fighting category” or, in some rare cases, the “Level of Protection”, which is slightly different from the Category. Attention must be paid not confuse the two. As per the table below, the type of aeroplane used in the Air Italy’s operations normally require the following categories:
6
Level Of protection 5
Acceptable Downgrade 4
B734
6
5
4
B737
6
5
4
B738
6
5
4
B757
7
6
5
B762
7
6
5
TYPE
CATEGORY
B733
8 7 6 B763 During anticipated periods of reduced activity, the aerodrome category may be reduced as for ICAO annex 14 as for last column above. The fire fighting and rescue services may be downgraded temporarily or for given operating hours. For further category reductions a Flight Operations Post Holder approval is needed after due consideration of all relevant aspects such as type of flight, cargo/dangerous goods on board, aerodrome considerations and weather. At planning stage, restriction due to fire capability may be considered for departure and arrival airports only. The ETOPS En Route Alternates require a minimum of Category 4 or the relevant aeroplane category if lower. f) Unless in case of emergency, the pavement strength should be compatible with the aircraft weight (Refer to Route Manual - Airport or ICAO Annex 14, Attachment B: 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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Aerodrome Design and Operations and ICAO DOC 9157-AN/901 Part 3: Aerodrome Design Manual - Pavement) or a derogation is obtained from the airport Authority; g) At the expected time of use, the aerodrome is available and equipped with necessary auxiliary services, such as Air Traffic Services, communications, weather reporting and emergency services; h) At the expected time of use, nav-aids, approach aids, lighting needed for the approved approaches are available. The use of aerodromes with no let-down aids is prohibited without the specific authorisation of the Authority; l) At the expected time of use, the aerodrome is equipped with the necessary ramp handling facilities (refuelling, tow bar, steps, cargo loading, ground power unit, air starter, catering water services, toilet services etc.); m) For international flight, police, custom and immigration services are available at the expected time of use. n) For an ETOPS en-route alternate aerodrome, the following additional points should always (see also point H) be considered: The availability of an ATC facility and The availability of at least one letdown aid (ground radar would so qualify) for an instrument approach. An aerodrome is considered “suitable” for operation when, in addition to the requirement in order to be “adequate”, the weather report or forecast, or any combinations thereof indicate the weather conditions are at or above operating minima applicable and a safe landing can be accomplished at the time of intended operation. 8.1.2.4 Use of Aerodromes when No Figures or Charts are available. The use of aerodromes or runways for which no approach charts are available is forbidden other than in an emergency which necessitates their use. 8.1.2.5 Commander/PIC Route and Aerodromes Competence Qualification 8.1.2.5.1 Aerodrome Competence qualification Currency for each category of aerodrome is established by Commanders complying with the briefing and operational requirements listed below in respect of each classification and in accordance with the Route and Aerodrome Competence Training. The Commander must also of course be proficient in any instrument approach system he may be required to use in the operation and with the facilities and procedures at the airfield. Flight Crew qualification required to operate into these categorised airfields (OM Part C ) are as follow: A. Use of Category A Aerodromes Unrestricted to all Commander who are in current operating practice and have an area competence coverage for the area in which the airfield is situated. Route Manual and Aerodrome Briefings where applicable should be studied. B. Use of Category B Aerodromes Airfields which require clearance by a briefing or self-briefing. The Briefing is inserted in the OM Part C. Each Commander must certify that his briefing or self-briefing has been completed before operating on that particular aerodrome. The Commander will certify that he has carried out the correct instructing procedure signing the “Tour Plan”. Route Manual contains mostly of Cat B Aerodrome briefings.
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C. Use of Category C Aerodromes Airfields which must be briefed and must be visited as Observer, or a familiarisation in an approved flight simulator is performed using an appropriate data base for the concerned aerodrome. “Comandanti Facenti Funzioni” (which is during the Commander probationary period) are not authorized to operate on Category “C” Aerodromes. Training Captains are cleared to operate on Category “C” aerodromes even if the above procedure has not been followed. Category “C” aerodrome competence qualification must be clearly reported on the personal documentations, with the date of the release and the name of the authorising Commander. 8.1.2.5.2 Route Competence Qualification As a general rule, depending on the complexity of the route, as assessed by the Flight Operations Post Holder, the following methods of familiarisation will be used: For the less complex routes, familiarisation by self training with route documentation, or by means of programmed instruction; For the more complex routes, in addition to sub para above, in flight familiarisation is required, whilst acting as Observer or Co-Pilot, or familiarisation in an approved Flight Simulator using an appropriate data base to the route concerned. Details can be founded in OM Part D. 8.1.2.5.3 Exceptional Circumstances It is Operator policy that except in exceptional circumstances all flight crew members operating a particular aerodrome will be fully qualified on that aerodrome. One pilot should always be so qualified. However, in exceptional circumstances, the Flight Operations PostHolder is authorised to permit a Commander to carry out a flight to a restricted aerodrome which would normally require that he had visited it beforehand, without this visit having been made or on a route that he does not hold a current competence qualification. When such authority is exercised, the Flight Operations Post-Holder will notify the Commander concerned in writing. Consideration must be given to the imposition of special minima and operating conditions on such a flight. This dispensation is not intended for use as an expedient on a regular basis for a series of flights to a particular restricted airfield. Its use will be restricted to circumstances where there are no practical alternatives. 8.1.2.5.4 Keeping of Records Crew records is kept of the aerodrome competence of Commanders. Nevertheless it is the responsibility of each Commander to ensure that he is operating as directed by this manual at all times. 8.1.3 Methods for establishing aerodrome operating minima (AOM) General Normal Operator’s operations means operations conducted to minima not lower than CAT I Minima. Operations to CAT II and CAT III minima conducted by qualified crews are covered at point 8.4. ( AWO – All Weather Operations). Nothing in the published procedures should be taken as limiting a Commander in the full exercise of his discretion under emergency conditions. Landing operations are not authorised below 800m visibilitiy unless RVR information is provided. Refer to 8.1.5.5 (Conversion of Met Visibility to RVR) to obtain the equivalent value RVR value. 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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8.1.3.1 Wind limits. Maximum Tailwind component B 733/738 10 Kts B 734/737 15 Kts B 757 15 kts B 762 10 kts B 763 15 kts No crosswind limits are given by manufacturers but only crosswind entity demonstrated are reported in aeroplane manuals. Nevertheless Air Italy applies company operational limits which must be respected depending on width and state of the runway. It’s the commander’s responsibility to apply further limits depending on particular conditions. The wind limits, as reported in this manual, do not constitute planning limitations. OM Part B limitations if applicable are ruling. Maximum Crosswind component Runway width
=>45m
35m
30m
Dry runway Wet runway Standing water/slush Slippery
40 kts 25 kts 20 kts 10 kts
25 kts 20 kts 10 kts 10 kts
15 kts 10 kts 10 kts 5 kts
Notes: Reduce 5 kts on wet or contaminated runways whenever asymmetric reverse thrust is used. These crosswind guidelines are based on steady wind (no gust) conditions. Autoland wind limits
Headwind component
Tailwind component
Crosswind component
25kt
15kt for 734/737/757/763 10kt for 733/738/762
25kt 15kts for 734 (10 kt if RVR Allowed 50 ft Approach Lights NOT NO Effect Minima as for Nil Facilities Except the last 210 m Allowed Minima as for Intermediate Approach Lights NO Effect Facilities Except the last 420 m Stand-by Power RVR as for NO Effect NO Effect For Approach Lights CAT I Basic Facilities Whole RWY Lights Day- Minima as for Nil Facilities NOT Allowed System Night – Not allowed Edge Lights Day Only – Night not allowed Day: RVR 300 Day - RVR 300 m . Centre-Line Lights NO Effect Night – not allowed m Night: 550 m Centre-Line Lights RVR 150 NO Effect Spacing increased to m 30 m Day: RVR Day: RVR 300 m Touch-Down Zone 200m NO Effect Night: RVR 550 m Lights Night: 300m Stand-By Power RWY NOT Allowed NO Effect Lights Taxi-Way Lights NO Effect - Except Delays due to Reduced Movement Rate System
Note: Operations with No DH For aeroplanes authorised to conduct No DH Operations with the lowest RVR limitations, the following applies in addition to the content of the table above: RVR: at least one RVR value must be available at the aerodrome; Runway Lights: 1. No runway edge light or no centre light – Day only min 200 m – Night not allowed; 2. No TDZ lights – No restrictions; 3. No stand-by power for runway lights – Day RVR 200 m – Night not allowed; 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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8.1.5.7 Commander’s Discretion No discretion can be delegated to a Commander to operate to minima lower than those specified, regardless of the category of operation, or to calculate his own minima for aids and runways which have not been included for the airfield in question. Should the Commander exercise his prerogative in an emergency to operate below the published AOM he will make an entry in the Voyage Report stating his reasons for such a variation. A Commander should elect to operate to a higher minima if he considers that, under the circumstances of the flight, to do otherwise could compromise the safety of the aircraft and his passengers. A Commander could have to assess his own AOM as instructed in the present Operations Manual. 8.1.5.8 Co-pilots Take-off and Landing Commanders may permit the Co-pilot to carry out take-off and landing by day or night (from the right-hand seat only) providing: The runway surface is normal (no slush, snow, ice or standing water); For take-off only, the RVR is not below 400m or a combination of poor visibility and cross-wind is likely to result in directional control difficulties. 8.1.5.9 En-Route Operating Minima The En-Route Operating Minima is coincident with the Minimum Flight Altitude (MFA see point 8.1.1) and must appear on the Operational Flight Plan carried on board. 8.1.5.10 Deviation from Flight Plan Route The Commander must ensure that the flight planned altitude for each segment of the route complies with the relevant MFA. If any deviation from the flight planned track becomes necessary, all terrain and obstructions near the intended track must be carefully considered and adequate allowance made to avoid them, taking account of the following factors: the relevant merits of a direct route over high ground and of an indirect route avoiding it; the possibility of maintaining visual contact with the ground or water as against flying IFR; the accuracy and reliability of navigational aids; the forecast met conditions, including the type and height of clouds over high ground, wind velocity, down draughts, icing layers and any sudden and unpredictable changes in barometric pressure and temperature; the accuracy of maps and charts in certain parts of the world. NOTE: In the matter of Flight Levels (1013.2 hPa altimeter setting) pilots should be on the alert that any clearances received, or rapid descents initiated, do not take them below the safety altitude for the area in which they are flying. The significance of the foregoing is the fact that the safety altitudes or lowest flight levels only pertain to the ADR (Advisory Route), or track, or 10 NM narrow confine of the airway to which they are designated. This means that, if the navigational aid or the navigation of the aircraft is not up to standard, then there is no guarantee that safe clearance is being maintained between the aircraft and the ground. The topographical information provided on radio navigational charts is inadequate. Care must be taken that a spot height is not simply regarded as the highest obstacle in the area, without taking into account the obvious contours of high ground in which many areas around. 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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8.1.6 Interpretation of Meteorological Information 8.1.6.1 Awareness of the Flight Crew All flight crew members are required to develop and maintain a sound working knowledge of the system used for reporting aerodrome actual and forecast weather conditions and of the codes associated with it. Some of the codes (e.g. for wind velocity) use the same figures as the values being reported; thus, a wind blowing from 280° at 15 knots is reported as «28015KT». Some of the more important codes, however, use lettered abbreviations which can become particularly significant when flight crews are attempting to assess whether conditions at a particular destination or alternate will be above Operator minima at the planned time of arrival. 8.1.6.2 Meteorological Actual Reports (METAR) Routine Actual Weather Reports (METARs) are compiled half-hourly or hourly at fixed times while the aeronautical meteorological station is open. They may include the following terms to clarify the codes used in reporting the various elements: A. Horizontal visibility. When there is no marked variation in the visibility by direction, the minimum is given in meters. When there is a marked directional variation, however, the reported minimum will be followed by one of the eight points of the compass to indicate direction, e.g. «4000NE». If the minimum visibility is less than 1,500 m and the visibility in another direction is more than 5,000 m, both the minimum and maximum values, and their directions will be given e.g. «1400 SW 6000 N». A code figure of «9999» indicates a visibility of 10 Km or more, while «0000» indicates that the visibility is less than 50 m. B. Runway Visual Range (RVR). An RVR group has the prefix R followed by the runway designator, then an oblique stroke followed by the Touch Down zone RVR in meters. If the RVR is assessed simultaneously on two or more runways, the RVR group will be repeated; parallel runways will be distinguished by the addition of L, C or R after the runaway designator to indicate the left, central or right parallel runway respectively, e.g. «R24L/1100 R24R/1150». When the RVR is greater than the maximum value which can be assessed, or more than 1,500 m, the group will be preceded by the letter P, followed by the lesser of these two values, e.g. «R24/P1500». When the RVR is less than the minimum value which can be assessed, the RVR will be reported as «M» followed by the minimum value that can be assessed, e.g. «R24/M0050». C. Cloud. Up to four cloud groups may be included, in ascending order of their bases. Each group consist of three letters to indicate the amount (FEW= 1 or 2 Oktas, SCT, or scattered = 3 to 4 Oktas; BKN, or broken = 5 to 7 Oktas, and OVC, or overcast= 8 Oktas) and three figures indicating the height of the base of the cloud layer in hundreds of feet above aerodrome level. Apart from significant convective clouds (CB = Cumulus Nimbus; TCU = Towering Cumulus) cloud types are not indicated. Cloud layers or masses are reported such that the first group represents the lowest individual layer of more than 2 Oktas; the third group is the next higher layer of more than 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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4 Oktas, and the additional group, if any, represents significant convective cloud, if not already, reported, e.g. «SCT010 SCT015 SCT018CB BKNO25». D. Ceiling. ICAO Definition: the height above the ground or water of the base of the lowest layer of clouds below 6000 meters (20.000 ft) covering more than half of the sky. For flights to/over USA see also the USA definition in OM Part C (Jeppesen / Aerad General). E. CAVOK and SKC. CAVOK will replace the visibility, RVR, weather and cloud groups when the visibility is 10 Km or more; there is no cloud below 5,000 ft or below the highest MSA, whichever is the grater, and no Cumulus Nimbus; and there is no precipitation, thunderstorm, shallow fog or low, drifting snow. If any of these conditions are not met, but there is no cloud to report, then the cloud group is replaced by SKC (Sky Clear). F. Air Temperature and Dew Point. The air temperature and dew point are shown in degrees Celsius, separated by and oblique stroke. A negative value is indicated by an «M» in front of the appropriate digits, e.g. 10/03 or «01/MO1». G. Pressure setting. The QNH is rounded down to the next whole millibar and reported as a four-figure group preceded by the letter «Q». If the QNH value is less than 1,000 hPa, the first digit will be «O», e.g. «Q0993». H. Recent Weather. Operationally significant weather which has been observed since the previous observation, but which was not current at the time of the present observation, will be reported using the standard present weather code preceded by the indicator «RE», e.g. «RETS». I. WindShear. A windshear group may be included if windshear is reported along the Take-Off or approach paths in the lowest 1600 feet with reference to the runway in use. «WS» is used to begin the group as in the examples: «WS TKOF RWY20», «WS LDG RWY20». J. Runway state. When snow or other runway contamination is present, an eight-figure group may be added at the end of the METAR. K. Trend. A trend group is added when significant changes in conditions are forecast to occur during the two hours following the time of observation. The codes «BECMG» (becoming) or «TEMPO» (temporarily) are used, and may be followed by a time group (in hours and minutes UTC), preceded by one of indicators «FM» (from), «TL» (until), or «AT» (at). These are followed by the expected change using the standard codes, e.g. «BECMG FM 1100 250/35G50KT» or «TEMPO FM 0630 TL0830 3000 SHRA». Where no such significant changes are expected, the trend group will be replaced by the word «NOSIG». L. DENEB. The code word «DENEB» may be added to a METAR to indicate that fog dispersal operations are in progress. Information which is missing from the METAR may be indicated by the use of oblique strokes to replace the missing code figures/letters. 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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8.1.6.3 Aerodrome Weather Forecasts (TAFs) Aerodrome weather forecasts (TAFs) are usually issued to describe the forecast conditions at an aerodrome covering a period of 9 to 24 hours. The validity periods of many of the longer forecasts may not start for up to 8 hours after the time of origin and the forecast details only cover the last 18 hours. The 9 hours TAFs are updated and re-issued every 3 hours, and those valid for 12 and 24 hours, every 6 hours. Amendments are issued as and when necessary. A TAF may be sub-divided into two or more self-contained parts by the use of the abbreviation «FM» (from) followed by the time UTC to the nearest hour, expressed as two figures. Many of the groups used for METARs are also used in the TAFs, but differences are noted below: A. Validity period. Whereas a METAR is a report of conditions at a specific time, the TAF contains the date and time of origin, followed by the start and finish times of the validity period in whole hours UTC, e.g. «TAF EGLL 130600Z (date and time of issue) 0716» (period of validity 07:00 to 16:00 hours UTC). B. Horizontal Visibility. The minimum visibility only is forecast - RVR is not included. C. Weather. If no significant weather is expected, the group is omitted. After a change group, however, if the weather ceases to be significant, the abbreviation «NSW» (no significant weather) will be inserted. D. Cloud. When clear sky is forecast, the cloud group will be replaced by «SKC» (sky clear). When no Cumulus Nimbus, or clouds below 5,000 ft or below the highest minimum sector altitude, whichever is the grater, are forecast but «CAVOK» or «SKC» are not appropriate, the abbreviation «NSC» (no significant cloud) will be used. E. Significant Changes. In addition to «FM» and the time (see point above) significant changes may be indicated by the abbreviation «BECMG (becoming) or «TEMPO» (temporarily). «BECMG» is followed by a four-figure group indicating the beginning and ending of the period in which the change is expected to occur. The change in the forecast conditions is expected to be permanent, and to occur at an unspecified time within this period. «TEMPO» will similarly be followed by a four-figure time group; it indicates a period of temporary fluctuations in the forecast conditions which may occur at any time during the stated period. The «TEMPO» conditions are expected to last less than one hour in each instance, and in aggregate, less than half the period indicated. F. Probability. The probability of a significant change occurring will be given as a percentage, but only 30% and 40% will be used. The abbreviation «PROB» will precede the percentage, which will be followed by a time group, or a change and time group, e.g. «PROB 30 0507 0800FG BKN004», or «PROB40 TEMPO 1416 TSRA BKN010CB». G. Amendments. When a TAF requires amendment, the amended forecast will have «AMD» inserted between «TAF» and the aerodrome identifier, and will cover the remainder of the validity period of the original forecast.
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8.1.6.4 Meteorological Messages and Decodes For full details of all MMD (Meteorological Messages and Decodes), including SNOWTAM, refer to Jeppesen/Aerad Supplement Route Manual (i.e. USA/Canada). 8.1.6.5 Forecast table The following table allows the application of aerodrome forecast (TAF & Trend) to Preflight planning (ICAO Annex 3 refers).
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1. APPLICATION OF INITIAL PART OF TAF (for aerodrome planning minima see Paragraph 8.1.2) From the start of the TAF validity period up to the time of applicability of the first subsequent ‘FM….’ or “BECMG” or, if no ‘FM’ or ‘BECMG’ is given, up to the end of the validity period of the TAF The prevailing weather conditions forecast in the initial part of the TAF should be fully applied with the exception of the mean wind and gusts (and crosswind) which should be applied in accordance with the policy in the column “BECMG AT and FM in the table below. This may however be overruled temporally by a “TEMPO” or PROB if applicable acc. to the table below.
2. APPLICATION OF FORECAST FOLLOWING CHANCE INDICATORS IN TAF AND TREND FM BECMG (alone), (alone) BECMG FM, TEMPO (alone), TEMPO FM, TEMPO TL, TEMPO and BECMG TL FM…TL, PROB 30/40(alone) BECMG BECMG FM…* TL in TAF or AT: case of TREND Deterioration Deteriorati Deteriorati Improvem for on and on ent AEROD Transient/Shower Persistent R. Improvem y Conditions Conditions PLANN ent in connection with in connection with ED AS: short-lived weather e.g. haze, mist, fog, phenomena, e.g. dust/sandstorm, continuous thunderstorms, showers precipitation Applicable from the start of the change
Applicable from the time of start of the change
Applicable from the time of end of the change
Not applicable
TAKEOFF ALTER. at ETA ± 1 HR
Mean wind: Should be within required limits:
DEST. ALTER. at ETA ± 1 HR
Mean wind: Should be within required limits:
Mean wind: Should be within required limits:
Mean wind: Should be within required limits:
EN ROUTE ALTER at ETA ± 1 HR
Gusts: May be disregarded
Gusts: May be disregarded .
Gusts: May be disregarded .
Applicable from the time of start of change Mean wind: Should be within required limits. Gusts exceeding crosswind limits should be fully applied.
Applicable from the time of start of change Mean wind: Should be within required limits. Gusts exceeding crosswind limits should be fully applied.
Applicable from the time of start of change Mean wind: Should be within required limits. Gusts exceeding crosswind limits should be fully applied.
ETOPS ENRT ALTN at earliest /latest ETA ± 1 HR
Applicable
Gusts: May be disregarded
Mean wind and Gusts exceeding required limits may be disregarded. Applicable if below applicable landing minima.
Applicable if below applicable landing minima.
Mean wind: Should be within required limits.
Mean wind: Should be within required limits.
Gusts exceeding crosswind limits should be fully applied.
Gusts exceeding crosswind limits should be fully applied.
Should be disregarded
DEST. at ETA ± 1 HR
Deterioration and Improvement
Improvement in any case
PROB TEMPO
Deterioration may be disregarded: improvement should be disregarded including mean wind and gusts.
a.Applicabl e time period:: b.Applicatio n of forecast:
Note 1: “Required limits” are those contained in the Operations Manual Note 2: If promulgated aerodrome forecasts do not comply with the requirements of ICAO Annex 3, operators should ensure that guidance in the application of these reports is provided * The space following “FM” should always include a time group e.g. “FM 1030”
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8.1.7 Determination of the quantities of fuel, oil and water methanol carried 8.1.7.1 Fuel Requirement – General Air Italy has established its fuel policy for the purpose of flight planning and in-flight replanning to ensure that every flight carries sufficient fuel for the planned operation and reserves to cover deviations from the planned operations. The planning of flights is based upon (A) and (B) below: A. Procedures and data contained in the Operations Manual (data provided by the aeroplane manufacturer) or current aeroplane specific data derived from a fuel consumption monitoring system; B. The operating conditions under which the flight is to be conducted including: - realistic aeroplane fuel consumption data; - anticipated masses; - expected meteorological conditions; - air traffic services procedures and restrictions. Air Italy usually provides an Operational Flight Plan (OFP) that ensures a sufficient amount of fuel (Minimum Block Fuel) to complete the flight under normal conditions, taking into account some reserves to cover for deviations from the planned operation is carried onboard. The Commander has the final decisional authority on the amount of fuel carried on board each flight; before signing the Technical Log he must satisfy himself that: - the quantity is in accordance with Air Italy’s Procedures and on the basis of minimum overall cost; - the correct type of fuel is on board; - the fuel has been loaded in accordance with the instructions given. 8.1.7.1.1 Fuel Definitions A. Taxi Fuel. The fuel that is expected to be used prior to Take-Off. Local conditions at the departure and APU consumption should be taken into account. Standard Company Taxi Fuel is established as follows: Type of aircraft Standard taxi fuel
B737 200 Kg
B757 300 Kg
B767 400Kg
B. Trip Fuel. The fuel consumption from the departure aerodrome to the destination aerodrome. It includes the fuel: a. for Take-Off and Climb to the initial cruise altitude/level, taking into account the expected departure route; b. from Top of Climb (TOC) to Top of Descend (TOD), including any step climb/descend; c. from TOD to the point where the approach is initiated (Initial Approach Fix), taking into account the expected arrival procedures; d. for Approach and Landing at destination. C. Reserve Fuel The reserve fuel is the sum of some or all of the following items, depending on which ones are applicable for the specific flight: 1. Contingency Fuel: The fuel carried to compensate deviation(s) from: - the expected fuel consumption data; 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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- forecast meteorological conditions; - planned routing and/or flight levels. Contingency fuel may be used at any time after commencement of the flight. Contingency Fuel (CON) it is calculated selecting the higher of a. or b. below: a. Either: i. 5% of the planned Trip Fuel or, in the event of in flight fuel replanning, 5% of the trip fuel for the remainder of the flight; ii. not less than 3% of the planned trip fuel or, in the event of in flight fuel replanning, 3% of the trip fuel for the remainder of the flight, provided an ERA (En Route Alternate) is suitable; iii. fuel sufficient for 20 minutes flying time based on planned trip fuel consumption. The required data must be validated by a fuel consumption monitoring program for the individual type of aeroplane (not yet approved for Air Italy); iv. an amount of fuel based on a statistical method approved by the authority which ensures an appropriate statistical coverage of the deviation from the planned to the actual trip fuel. This method is used to monitor the fuel consumption on each city pair/aeroplane combination and the operator uses this data for a statistical analysis to calculate contingency fuel for that city pair/aeroplane combination. (not yet approved for Air Italy). b. Fuel to fly for 5 minutes at holding speed at 1500 ft above the destination aerodrome in standard conditions. 2. Alternate Fuel. (If a destination alternate is required) The fuel used for: a. missed approach from the applicable DH/DA/MDA/MDH at destination aerodrome, taking into account the complete missed approach procedure; b. the climb from missed approach to cruising level/Altitude, taking into account the expected departure routing; c. the cruise from TOC to TOD, taking into account the expected routing; d. the descent from TOD to the point where the approach is initiated, taking into account the expected arrival procedure; e. approach and landing at alternate aerodrome. If two alternate aerodromes are required the fuel must be sufficient for alternate which requires the greater amount of fuel. It is Company policy to plan 4 alternates and to calculate the fuel for the second closest one. Fewer alternates or no alternate may be planned when suitable conditions exist. 3. Final Reserve Fuel. The fuel necessary to fly for 30 minutes at the holding speed at 1,500 ft above aerodrome elevation in standard conditions, calculated with estimated mass on arrival at the alternate or destination when no alternate is required. Note: Final Reserve Fuel is also the minimum fuel required to be remaining in the tanks when landing (Minimum Landing Fuel - MLF). 4. Additional Fuel. The fuel required by the type of operation which will ensure that: a following an engine failure or the loss of pressurisation, based on the assumption that such a failure occurs at the most critical point along the route; the fuel is sufficient to: descent as necessary and proceed to an adequate airport; hold there for 15 minutes, at 1,500 ft above aerodrome elevation, in standard conditions; 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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make an approach and landing. for ETOPS operation, the fuel includes an amount necessary to meet the requirements for CFS as described in OM Part C Long Haul; when no destination alternate is specified, additional fuel must be sufficient for 15 min. holding at 1500 ft above aerodrome elevation in standard conditions. extra fuel for APU consumption during the flight, anticipated use of anti ice, system degradation. any additional fuel decided by Air Italy. No additional fuel is necessary if the minimum fuel calculated by the normal method is sufficient to cover points a and b.
D. Extra Fuel. The fuel requested by the Commander. It includes fuel for tankering (refer to OM Part C for Fuel Tankering Policy), multistage, particularly severe weather at destination, anticipated delays at destination or en-route, Captain discretion, etc. This fuel should not be carried unless there are sound operational or economical reasons for doing so, because of the increased fuel consumption involved (approx. 3% per Hour of extra fuel carried). Note. Tankering Fuel may be uplifted by the Commander as Extra Fuel for reasons pertaining to the economical convenience about the fuel cost as specifically indicated by the Operator in relation to the Fuel Cost Ratio. E. Minimum Diverting Fuel It is the sum of Alternate Fuel and Final Reserve Fuel. Represent the minimum fuel for diversion to alternate (if destination alternate is required). The MDF may be changed during planning or flying accordingly with a new alternate chosen. Any change in MDF must be reported on OFP. 8.1.7.2 Standard Fuel Planning Air Italy fuel policy: primary goal of Air Italy is to satisfy safety requirements, therefore fuel must be carried accordingly. In practice this policy is actuated through the OFP production and the tankering policy. The OFP considers the Operator operational request and is produced with a Cost Index. Where the Cost Index cannot be calculated, a fixed value will be used. This policy is valid for all Air Italy flights. 8.1.7.2.1 Pre-flight fuel calculation. The pre-flight calculation of usable fuel required for a flight includes: A Taxi Fuel; B Trip Fuel; C Reserve fuel consisting of: - Contingency fuel; - Alternate fuel, if required; - Final reserve fuel; - Additional fuel, if required D Extra Fuel, if required. 8.1.7.2.2 In-flight re-planning fuel calculation In-flight re-planning procedures for calculating usable fuel required when a flight is to proceed along a route or to a destination other than originally planned includes: A Trip Fuel for the reminder of the flight; B Reserve Fuel consisting of: - contingency fuel; 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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- alternate fuel, if required; - final reserve fuel; - additional fuel, if required C Extra Fuel, if required. 8.1.7.3 Special Fuel Planning 8.1.7.3.1 Dispatch with Less than Total Fuel pre-Calculated (Decision Point Procedure) When a flight cannot depart with the Total Fuel calculated in accordance with the normal planning formula, dispatch may be achieved by nominating a suitable aerodrome en-route as the destination aerodrome with the intention of obtaining a re-clearance in flight to the desired destination if, at the time of re-clearance, the Commander is satisfied that: a the nominated destination aerodrome is suitable (which means adequate and with the weather forecast satisfactory for landing); b the fuel on board, when passing over or abeam the nominated aerodrome en-route, is sufficient to satisfy the normal planning formula from that point to the original desired destination. (ref to point 8.1.7.2.2. In-flight re-planning fuel calculation). The point at which the Commander either proceed to the final destination or to the intermediate airport is named Decision Point (DP). NOTE: Some Authorities are not willing to have aerodromes in their jurisdiction nominated as a destination if it is intended only to use it for the purpose of re-clearance. If this procedure is necessary, and a flight is planned to a destination aerodrome via a reclearance decision point en-route (see also 8.1.5.4.4.1), the fuel required shall be the greater of A. or B. below: A the sum of: a) Taxi Fuel; b) Trip Fuel to the destination aerodrome via the Decision Point; c) Contingency Fuel, not less than 5% of the estimated consumption from the decision point to the destination aerodrome; d) Alternate Fuel; e) Final Reserve Fuel; f) Additional Fuel (if required); g) Extra Fuel (if required). B the sum of: a) Taxi Fuel; b) The estimated fuel consumption from the departure aerodrome to a suitable enroute alternate, via the Decision Point; c) Contingency Fuel, not less than 3% of the estimated consumption from the departure aerodrome to the en-route alternate; d) Final Reserve Fuel; e) Additional Fuel (if required); f) Extra Fuel (if required). 8.1.7.3.2 Planning with Enroute Alternate A flight may be planned without destination alternate and its related alternate fuel if the minimum fuel for such planning will be the sum of: A Taxi Fuel; B Trip Fuel; C Reserve Fuel, consisting of: - Contingency Fuel; - Final Reserve Fuel; 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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D
Additional Fuel of not less than 15 minutes holding time at destination under standard conditions; Extra Fuel, if required.
8.1.7.3.3 Use of Isolated Aerodromes When the destination aerodrome is isolated and has no suitable alternate within a reasonable range, the alternate and final reserve fuel can be substituted by a holding reserve. The following conditions shall be satisfied: a the Holding Reserve shall not be less than the fuel required to fly for 2 hours at normal cruise consumption after arrival overhead the destination; b the Holding Reserve shall be related to statistical data on local weather conditions and sufficient for holding for a time period based on this data; c aerodromes designated «Isolated/Remote» are listed, if applicable, in the Operations Manual, part A, Appendix B. d the Latest Point of Diversion between the remote aerodrome destination and a suitable en-route diversion airfield shall be calculated. The amount of fuel required for the use of isolated aerodrome shall then include: A Taxi Fuel; B Trip Fuel; C Reserve Fuel, consisting of: - Contingency Fuel; - Substitution of Alternate and final reserve fuel with additional fuel calculated as Holding Reserve as for points a and b above; D Extra Fuel, if required. 8.1.7.3.4 Predetermined Point Procedure Where the distance between the destination aerodrome and the destination alternate is such that the flight can only operate if is routed via a predetermined point to one of these aerodromes, it may be so operated provided the following fuel requirement is satisfied. The fuel required shall be the greater of A. or B. below: A the sum of: a) Taxi Fuel; b) Trip Fuel from the departure aerodrome to the destination via the predetermined point; c) Contingency Fuel, not less than 5% of the estimated consumption from the departure aerodrome to the destination aerodrome; d) Additional Fuel as required, but not less than that required to fly for 2 hours at normal cruise consumption after arriving overhead the destination aerodrome; or B the sum of: a) Taxi Fuel; b) Trip Fuel from the departure aerodrome to the alternate via the predetermined point; c) Contingency Fuel, not less than 5% of the estimated consumption from the departure aerodrome to the alternate aerodrome; d) Additional Fuel as required, but not less than that required to fly for 30 minutes at holding speed at 1,500 ft in standard conditions. 8.1.7.4 Inflight procedure 8.1.7.4.1 Enroute alternate procedure Inflight is possible to consider an enroute alternate aerodrome along the route, at not more than 2 hours flight time from destination, with forecast weather from 1hr before to 1 hour 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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after the expected time of use above AOM specified in the applicable approach plate. When overflying the enroute alternate is possible to continue without destination alternate and relative alternate fuel if following conditions are satisfied: Destination aerodrome has two separate runways or in case enroute alternate is closer to destination, ATC confirms that the airplane is “number one” for landing. If destination airport has only one runway, another airport inside 50Nm radius must be suitable at the time of estimated arrival. Destination weather forecast indicate that, from 1hr before to 1hr after the expected time of arrival, the ceiling is 2000ft (circling MDH plus 500ft if higher) or above and visibility 5000mt or more. Standard reserve fuel, plus extra 15 minute of reserve must be available at arrival. 8.1.7.4.2 In-flight Fuel Monitoring It is the Commander's responsibility to manage the flight in such a way that the Operator's fuel policy is achieved. A Commander must ensure that the amount of usable fuel remaining in flight is not less than the fuel required to proceed to an aerodrome where a safe landing can be made, as prescribed in the present Operations Manual. The Commander must declare “Priority Fuel” or “Emergency Fuel” whenever he/she is in a situation that requires to do so. Speed Schedules. Recommended speed schedules for Air Italy are: Flight Phase
B737 ECON(LRC if no actual C.I) ECON(LRC if no actual C.I) M 0.74(300) M 0.78(800)
CLIMB CRUISE (NORMAL) CRUISE (ETOPS) CRUISE (FOR SAVING) CRUISE (ACT RANGE)
FUEL MAX.
DESCENT DESCENT (FOR FUEL SAVING) DESCENT (ACTUAL MAX. RANGE)
B 757
B 767
ECON(LRC if no actual ECON(LRC if no actual C.I) C.I) ECON (LRC if no actual ECON(LRC if no actual C.I) C.I) MN 0.80
MN 0.80
LRC
LRC
LRC
C. I. : 00
C. I. : 00
C. I. : 00
.74(300) .78(NG)/290 or ECON
78/290 or ECON
78/290 or ECON
LRC
LRC
LRC
C. I. :00
C. I. :00
C. I. :00
Note: The practice to use Mach Number (Mno) higher than normal to recover delay must be carefully evaluated due to the high cost. For ETOPS Flight the new mach must be reported on the Operational Flight Plan/Pilot voyage Report. The Commander may use a different speed when in his opinion it is required for better management of the flight. Below 10,000ft/FL100 the speed is limited to 250 kts or manoeuvring speed. Higher speeds are not recommended and are only at Commander’s discretion. Cruise Level To optimise fuel usage in flight, the following points should be considered: operate, when possible, at the semicircular level closest to optimum flight level; 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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consider, in RVSM airspace, the 1000ft separation is in force and a change of 2000 ft sometimes is available; step climb only when within 2000 ft of optimum level (subject to time remaining); flight level not closest to the optimum may be requested or accepted for a tactical reason (such as a higher level to cross all the ocean for the best overall level).
8.1.7.4.3 Fuel consumption in case of Engine failure Fuel consumption in case of engine failure is specified in the Operations Manual, Part B / Airplane Flight Manual. It worth noting here as a general rule that the fuel consumption in a single engine operations is higher than in a two-engine operations environment for both aerodynamic and maximum flying altitude downgrade reasons. 8.1.7.4.4 Fuel consumption in case of pressurization failure and or engine failure The amount of fuel in case of pressurisation failure and or engine failure is also specified in the Flight Planning and Performance Manual. It must be calculated for having a precise calculation of the Critical Fuel Scenario (ETOPS) at FL 100 and or engine failure at one engine cruising level which of the two is higher. 8.1.7.4.5 Keeping Fuel Records Fuel quantity is tracked and reported in flight on the Operational Flight Plan/Pilot Voyage Report by the pilot not flying. On completion of the flight, the document is to be placed in the flight envelope and returned to the Operations Department. Fuel used for each trip is also reported by the Commander on the Technical Book 8.1.7.5 Oil Requirement While the engine oil contents must obviously be sufficient to cover the same requirements as for fuel, it will be sufficient for the Commander to ensure, before flight, that the engine oil quantity has been topped up in accordance with manufacturer’s and Air Italy maintenance recommendations and that between flights, no excess oil consumption has taken place. For ETOPS flight, specific procedures apply. Refer to appropriate documentation. 8.1.7.6 Water Methanol Requirement Not applicable. 8.1.8 Mass and Centre of Gravity 8.1.8.1 General A Commander must ensure that during any phase of operation, the loading, mass and centre of gravity of the aeroplane complies with the limitations specified in the approved AOM/Aeroplane Flight Manual or the Operations Manual if more restrictive. The mass and the centre of gravity of every aeroplane has been established by actually weighing to prior initial entry into service. The accumulated effects of modifications and repairs on the mass and balance are accounted for and properly documented. Furthermore, aeroplanes will be re-weighed if the effect of modifications on the mass and balance is not accurately known. The mass of all operating items and crew members included in the aeroplane dry operating mass has been determined by weighing or by using standard masses. Furthermore, the influence of their position on the aeroplane centre of gravity has been determined. The mass of the traffic load, including any ballast, has been determined by actual weighing or determine the mass of the traffic load in accordance with standard passenger and baggage masses as specified in EU-OPS 1.620 (point 8.1.8.6. below). 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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The mass of the fuel load has been determined by using the actual density or, if not known, the density calculated in accordance with a method specified in the Operations Manual, part A, Sect. 8.1.8.8. below. In point 8.1.8.9. below is specified the method for determination of the dry operating mass of an aeroplane. Note 1: in some documents the term Weight replace the standard EU OPS Mass. Since the use of the term “weight” does not cause any problem in the day to day handling of aeroplane, its continued use in operational applications and publications is acceptable (as for ACJ OPS 1.605). Note 2: for further details see OM Part C, Part. A/B, Mass and Balance. 8.1.8.2 Terminology Refer to Operations Manual Part A – Appendix A and OM Part C Route Manual Ch.3. 8.1.8.3 Loading, mass and balance The principles and method involved in the loading and in the mass and balance system meet the requirements of EU-OPS 1.605 (point 8.1.8). This system covers all types of intended operations. 8.1.8.4 Mass and Balance Documentation 8.1.8.4.1 General Mass and balance documentation must be established prior to each flight, specifying the load and its distribution. In order to satisfy the legal requirements, two documents are produced: Loading instructions report; Load and trim sheet. Loading Instructions Report contain instruction to the Loading Supervisor about the weight and location of the Cargo and must be undersigned by the Pilot in Command and by the Loading Supervisor. Load and trim sheet contains the specific weight, numbers and location of all the passengers and cargo loaded and centre of gravity position. The mass and balance documentation enables the Commander to determine, by inspection, that the load and its distribution is such that the mass and balance limits of the aeroplane are not exceeded. The person preparing the mass and balance documentation is named on the document. The person supervising the loading of the aeroplane must confirm on both documents by signature that load and distribution are in accordance with the mass and balance documentation. This documents must be accepted by the Commander, his acceptance being indicated by countersignature or equivalent. Specific instruction are available in the OM Part C Route manual Ch 3, Mass and Balance. 8.1.8.4.2 Commander’s responsibility Prior to every flight Mass and Balance documentation specifying the load and its distribution shall be prepared by either the Operator handling agent or the crew. The correct loading of the aircraft is the legal responsibility of the Commander. He must ensure that the load is distributed in a correct and safe manner and that it is properly stowed and secured. He must check and sign the load sheet before departure ensuring that: the content of mass and balance documentation is in accordance with the following point 8.1.8.4.3. 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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the number of crew members is correct; the limiting weight for performance, operational and configuration reasons are correct and those chosen are the more restrictive; the actual take-Off Mass, including any Last Minute Changes, corresponds with that previously estimated for a gross error check and used for planning computations. 8.1.8.4.3 Mass and balance documentation contents (i) The mass and balance documentation must contain the following information: (A) The aeroplane registration and type; (B) The flight identification number and date; (C) The identity of the Commander and his signature; (D) The identity of the person who prepared the document and his/her signature; (E) The dry operating mass and the corresponding CG of the aeroplane; (F) The mass of the fuel at take-off and the mass of trip fuel; (G) The mass of consumables other than fuel; (H) The components of the load including passengers, baggage, freight and ballast; (I) The Take-off Mass, Landing Mass and Zero Fuel Mass; (J) The load distribution; (K) The signature of the person supervising the loading; (L) The applicable aeroplane CG positions; (M) The limiting mass and CG values. (ii) Omission from the mass and balance documentation of the above data are not allowed. 8.1.8.4.4 Computerised system If mass and balance documentation is generated by a computerised mass and balance system, it means that Air Italy has verified the integrity of the output data and that the system has operated correctly on a continuous basis by verifying the output data at intervals not exceeding 6 months. Detailed of above are reported on Mass and Balance secondary procedure, by NTO, that is doing these procedure under the authority of Engineering Dept. 8.1.8.4.5 Data-link Not Applicable 8.1.8.5 Mass values for crew The following mass values must be used in order to determine the dry operating mass: Standard masses, including hand baggage, of 85 Kg for flight crew and 75 Kg for cabin crew members; 15Kg for Crew Bagagge. The dry operating mass must be corrected to account for any additional baggage. The position of this additional baggage must be accounted for when establishing the centre of gravity of the aeroplane. If a significant number of passenger and/or baggage exceeds the standard mass, the actual mass of such passenger and/or baggage must be determinated by actual weighing or by adding an adequate increment. In this case the commander must be advised and the mass ans balance documentation must include a notice to this effect. 8.1.8.6 Mass values for passengers and baggage 8.1.8.6.1 Passenger classification Adults, male and female, are defined as person of an age of 12 years or more at the date of the beginning of the travel. They are further classified as male or female, for aircraft with a passenger configuration of 29 seats or less. 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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Children are defined as persons of an age of two years and above but less than 12 years of age. Infants are defined as children of less than 2 years; when taking random samples of passenger masses, shall be weighted together with the accompanying adult. 8.1.8.6.2 Passengers and baggage The mass of passengers and checked baggage are computed using either the actual weighed mass of each person and the actual weighed mass of baggage or the standard mass values specified in Tables 1 and 2 below. When available, actual mass must be used, if not, standard mass will be used. If determining the actual mass by weighing, passenger’s personal belonging and hand baggage are included. Such weighing must be conducted immediately prior to boarding and at an adjacent location. If determining the mass of passengers using standard mass values, the standard mass values in Tables 1 and 2 below must be used. The standard masses include hand baggage and the mass of any infant carried by an adult on one passenger seat. Infants occupying separate seats must be considered as children for the purpose of this sub-para. 8.1.8.6.3 Mass values for passengers – 20 seats or more. Where the total number of passenger seats available on an aeroplane is 20 or more, the standard masses of male and female in Table 1 are applicable. As an alternative, in cases where the total number of passenger seats available is 30 or more, the “All Adult” mass values in Table 1 are applicable. The second method is the standard of Air Italy. For the purpose of Table 1, holiday charter means a charter flight solely intended as an element of a holiday travel package. The holiday charter mass values apply provided that no more than 5% of passenger seats installed in the aeroplane are used for the non-revenue carriage of certain categories of passengers such as Company Personnel, Tour Operator’s staff, Press representative, etc. Table 1 30 and more PASSENGER SEATs ALL ADULT (Kg) All flight except holiday charters
84
Holiday charters
76
Children
35
Adults flying to/from Japan (*)
72,5
(*) For passengers flying to and from Japan a lower weight may be applicable at the following special conditions: All passengers must be Japanese. If passenger other than Japanese are boarded, the actual weight for these passengers must be considered; The airplane weight and balance documentation must be manually prepared. 8.1.8.6.4 Mass values for baggage When the passenger checked baggage (loaded in the cargo compartment) is not weighed, a standard baggage weight per item will be used. The Operator’s Handling Agent must 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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advise the Commander of the method for determining the weight of the baggage. On flights carrying exceptionally heavy baggage (i.e. military personnel or sport teams) the use of standard weight must be carefully considered. Where the total number of passenger seats available on an aeroplane is 20 or more, the standard masses values given in Table 2 are applicable for each piece of checked baggage. For the purpose of Table 2: Domestic flight means a flight with origin and destination within the borders of one State; Flights within the European region means flights, other than domestic flights, whose origin and destination are within the area specified in Apprendix 1 to EU-OPS 1.620 (point 8.1.8.10); Intercontinental flight, other than flights within the European region, means a flight with origin and destination in different continents. Table 2 TYPE of FLIGHT BAGGAGE Standard MASS (Kg) Domestic 11 Within the European 13 Region Intercontinental 15 All Other 13 Crew baggage 15 8.1.8.7 Last Minute Changes Procedure If any last minute change occurs after the completion of the mass and balance documentation, this must be brought to the attention of the Commander and the last minute change must be entered on the mass and balance documentation. There are no limitations in Last minute changes provided the index correction is accounted for. The Changes have to be entered on the mass and balance sheet in the «LMC» column and clearly reported if positive or negative. After the LMC has been entered the Commander shall: The Traffic Load value cannot be higher than the under-load predetermined value; The new Take-Off Mass cannot exceeds the maximum allowed TOM; Check again the performances calculations, the Take-Off speeds and the derated /flex Take-Off power setting. The Maximum LMC tolerance for each fleet without the need of re-calculate the balance is: B737 – 3/700 = 200Kg
B757 – 200 = 300Kg
B767 – 2/300 = 400Kg
If the total LMC exceeds the above figures the effect on the balance must be recalculated and evidence of this must be entered in the appropriate sections of the manual or computerised load sheets. In exceptional cases (if time does not permit) changes may be relayed to the Commander via radio or the ground service interphone. The Flight Deck Crew and Ground Staff amend their copies accordingly. The load message sent to the destination must contain the corrected figures of pax, cargo, baggage or mail load. 8.1.8.8 Specific Gravity of Fuel and other Fluids When entering the mass figures for the Take-Off fuel and trip fuel (burn-off) the correct specific gravity shall be used to convert the volume into the mass value. 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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Same applies to any other fluids, such as oil. Whenever possible and practicable, the specific gravity of fuel - as obtained from the fuelling crew - shall be used. As this often is not practicable, the following specific gravity values may be used if no other values are published in the AOM: Jet fuel JP-1
0.796 Kg/litre (at 15°C) Jet fuel JP-4 0.760 Kg/litre (at 15°C) AVGAS 0.710 Kg/litre (at 15°C) OIL 0.875 Kg/litre 8.1.8.9 Determination of the dry operating mass of an aeroplane (for info only). 8.1.8.9.1 Weighing of an aeroplane New aeroplanes are normally weighed at the factory and are eligible to be placed into operation without re-weighing if the mass and balance records have been adjusted for alterations or modifications to the aeroplane. Aeroplanes transferred from one JAA operator with an approved mass control programme to another JAA operator with an approved programme need not be weighed prior to use by the receiving operator unless more than 4 years have elapsed since the last weighing. The individual mass and centre of gravity (CG) position of each aeroplane shall be reestablished periodically. The maximum interval between two weightings must be defined by the operator and must meet the requirements of EU–OPS 1.605 (sub-para 8.1.20.1.). In addition, the mass and the CG of each aeroplane shall be re-established either by: Weighing; or Calculation, if the operator is able to provide the necessary justification to prove the validity of the method of calculation chosen, whenever the cumulative changes to the dry operating mass exceed ± 0·5% of the maximum landing mass or the cumulative change in CG position exceeds 0·5% of the mean aerodynamic chord. 8.1.8.9.2 Fleet mass and CG position For a fleet or group of aeroplanes of the same model and configuration, an average dry operating mass and CG position may be used as the fleet mass and CG position, provided that the dry operating masses and CG positions of the individual aeroplanes meet the tolerances specified in sub-para (i) below. Furthermore, the criteria specified in subparagraphs (ii), (iii) and (a)(3) below are applicable. (i) Tolerances (A) If the dry operating mass of any aeroplane weighed, or the calculated dry operating mass of any aeroplane of a fleet, varies by more than ±0·5% of the maximum structural landing mass from the established dry operating fleet mass or the CG position varies by more than ±0·5 % of the mean aerodynamic chord from the fleet CG, that aeroplane shall be omitted from that fleet. Separate fleets may be established, each with differing fleet mean masses. (B) In cases where the aeroplane mass is within the dry operating fleet mass tolerance but its CG position falls outside the permitted fleet tolerance, the aeroplane may still be operated under the applicable dry operating fleet mass but with an individual CG position. 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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(C) If an individual aeroplane has, when compared with other aeroplanes of the fleet, a physical, accurately accountable difference (e.g. galley or seat con-figuration), that causes exceedance of the fleet tolerances, this aeroplane may be maintained in the fleet provided that appropriate corrections are applied to the mass and/or CG position for that aeroplane. (D) Aeroplanes for which no mean aerodynamic chord has been published must be operated with their individual mass and CG position values or must be subjected to a special study and approval. (ii) Use of fleet values (A) After the weighing of an aeroplane, or if any change occurs in the aeroplane equipment or configuration, the operator must verify that this aeroplane falls within the tolerances specified in sub-paragraph (i) above. (B) Aeroplanes which have not been weighed since the last fleet mass evaluation can still be kept in a fleet operated with fleet values, provided that the individual values are revised by computation and stay within the tolerances defined in sub-paragraph (i) above. If these individual values no longer fall within the permitted tolerances, the operator must either determine new fleet values fulfilling the conditions of sub-paragraphs above, or operate the aeroplanes not falling within the limits with their individual values. To add an aeroplane to a fleet operated with fleet values, the operator must verify by weighing or computation that its actual values fall within the tolerances specified in subparagraph (i) above. (iii) Fleet values requirements To comply with sub-paragraph (2)(i) above, the fleet values must be updated at least at the end of each fleet mass evaluation. 8.1.8.9.3 Number of aeroplanes to be weighed to obtain fleet values (i) If ‘n’ is the number of aeroplanes in the fleet using fleet values, the operator must at least weigh, in the period between two fleet mass evaluations, a certain number of aeroplanes defined in the Table below: Number of aeroplanes in the fleet 2 or 3 4 to 9
(ii) (iii)
Minimum number of weighings
n n+3 2 10 or more n + 51 10 In choosing the aeroplanes to be weighed, aeroplanes in the fleet which have not been weighed for the longest time shall be selected. The interval between 2 fleet mass evaluations must not exceed 48 months.
8.1.8.9.4 Weighing procedure (i) The weighing must be accomplished either by the manufacturer or by an approved maintenance organisation. (ii) Normal precautions must be taken consistent with good practices such as: (A) Checking for completeness of the aeroplane and equipment; (B) Determining that fluids are properly accounted for; (C) Ensuring that the aeroplane is clean; and (D) Ensuring that weighing is accomplished in an enclosed building. (iii) Any equipment used for weighing must be properly calibrated, zeroed, and used in accordance with the manufacturer’s instructions. Each scale must be calibrated 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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either by the manufacturer, by a civil department of weights and measures or by an appropriately authorised organisation within 2 years or within a time period defined by the manufacturer of the weighing equipment, whichever is less. The equipment must enable the mass of the aeroplane to be established accurately. 8.1.8.9.5 Special standard masses for the traffic load. No standard masses for other load items (in addition to standard masses for passenger and checked baggage) are allowed in Air Italy. 8.1.8.9.6 Aeroplane loading Air Italy ensure that the loading of its aeroplanes is performed under the supervision of qualified personnel and ensure that the loading of the freight is consistent with the data used for the calculation of the aeroplane mass and balance. Air Italy comply with additional structural limits such as the floor strength limitations, the maximum load per running metre, the maximum mass per cargo compartment, and/or the maximum seating limits. 8.1.8.9.7 Centre of gravity limits Operational CG envelope. Unless seat allocation is applied and the effects of the number of passengers per seat row, of cargo in individual cargo compartments and of fuel in individual tanks is accounted for accurately in the balance calculation, operational margins must be applied to the certificated centre of gravity envelope. In determining the CG margins, possible deviations from the assumed load distribution must be considered. If free seating is applied, the Commander verify the passenger distribution in the cabin and the loading displacement in the compartment before filling the Load and Trim sheet. The CG margins and associated operational procedures are accepted by ENAC. In-flight centre of gravity By preparing the Load and Trim Sheet, the Commander verify the CG position and its variation with the consumption of the fuel during the flight, taking into account the worst condition (ZFM condition). In-flight movement of passengers and crew has been taken into account in the preparation of the load and trim sheet.
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8.1.8.10
Definition of the area for flights within the European region (nondomestic) For the purposes of EU–OPS 1.620(f) (sub-para 8.1.8.6.2.), flights within the European region, other than domestic flights, are flights conducted within the area bounded by rhombi lines between the following points:
N7200 N 4000 N3500 N3000 N3000 N2700 N2700 N6700 N7200 N7200
E04500 E04500 E03700 E03700 W00600 W00900 W03000 W03000 W01000 E04500
8.1.9 ATS Flight Plan 8.1.9.1 IFR Flight Plan A flight will not commence unless an IFR flight plan has been submitted. 8.1.9.2 Responsibility for Flight Plan Even if it is an Operations Department’s responsibility to submit either individual and repetitive flight plans, it is the responsibility of the Commander to ensure that a plan is filed and an air traffic control clearance obtained for every flight. 8.1.9.3 Replacement Flight Plans Care must be taken whenever a replacement flight plan is submitted that ATC are advised of this and that no ambiguity exists. It must be clearly established on start-up that both ATC and the Commander are using the same identical flight plan, as, for example, an abbreviated clearance such as 'Flight Plan Route' might be based on the flight plan originally submitted. 8.1.10 Operational Flight Plan 8.1.10.1 General Operational Flight Plan (OFP) is a useful guidance both on ground and in flight for compliance with the fuel policy, for monitoring flight progress and to cover legal aspects. By signing the OFP, the Commander accepts it and certifies that the flight has been planned in accordance with the valid regulations and policies as stipulated in this Operations Manual. It is the Commander’s responsibility to check that the OFP contains all the items specified in paragraph 8.1.10.4 below. A copy of the OFP, signed by the Commander, shall be left on the ground at the departure station, who will retain the document in the station file. 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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8.1.10.2 Preparation An Operational Flight Plan shall be prepared for every Air Italy flight by specific appointed personnel in the Operations Control Centre or by the Co-pilot. Air Italy usually provides a Operational Flight Plan (COFP). In the event of a OFP not being available, a Manually-prepared Flight Plan (MFP) will be used. Information contained in the MFP must be similar to the information usually reported in a OFP OM Part C . For short/repetitive flights, a Pre-computed Flight Plan (PFP) may be used. The PFP is prepared assuming standard values such as weights, wind component, flight level and fuel bias. Fuel correction shall be applied for variation of wind, weight, flight level and temperature. NOTE: An OFP is not required for local flights around an aerodrome conducted as a flight test or base training flight. 8.1.10.3 Maintenance of the Flight Plan The flight plan will be maintained in flight by the pilot not flying. All entries will be made contemporaneously with events and will be made in ink, according with the safety of the flight. The completed flight plan should permit a reconstruction of the flight. 8.1.10.4 Contents of the Flight Plan The operational flight plan should contain the following items; A. aircraft registration; B. aircraft type and variant; C. date of flight; D. flight identification; E. Flight Crews' names; F. Duty assignment to Flight Crew members; G. place of departure; H. place of arrival (planned and actual); I. time of departure (actual off-block time, Take-Off time); J. time of arrival (actual landing and on-block time); K. type of operations (i.e. ETOPS, Ferry Flight, etc.); L. hours of flight (block time and air time); M. route and route segments with checkpoints/waypoints, distances, time and tracks; N. planned cruising speed and flying times between check-points / way-points, estimated and actual times overhead; O. safe altitudes and minimum levels (see paragraph concerning Minimum Flight Altitude); P. planned altitudes and flight levels; Q. fuel calculations (records of in-flight fuel checks); R. fuel on board when starting engines; S. alternate(s) for Take-Off, en-route and destination including information required at points M, N., O. and P. above; T. initial ATS Flight Plan clearance and subsequent re-clearances; U. in-flight re-planning calculations; V. relevant meteorological information; W. W. altimeter readings as per RVSM procedures. A copy of Air Italy’s Operational Flight Plan can be found in the OM, part C. NOTE. Regarding sub-para S, a take-off alternate must be nominated and specified in the OFP if it would not be possible to return to the airfield of departure for meteorological or performance reasons. 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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1. Items which are readily available in other documentation or from an acceptable source or are irrelevant to the type of operation may be omitted from the OFP. 8.1.10.5 Retention of Flight Plan On completion of the flight, the flight plan, correctly completed, will be returned to the Flight Operations Department . For retained period, see chapter 2. 8.1.10.6 Re-routes In case of necessity of Re-route prior to departure, OCC shall coordinate ATC Flight Plane changes with appropriate ATC units before provide an updated OFP to the Commander. Once airborne, Flight Crew should make every effort to reduce trip mileage by obtaining direct routing from ATC whenever possible in accordance with the “Safety / Comfort / Punctuality / Economy” priorities’ concept. If the OFP or PFP are not available, the Crews will plan on airways and advisory routes complying, when applicable, with the preferential route structure. However, a short route can be taken without infringing prohibited, dangerous or restricted areas or contravening the Company’s regulations regarding Minimum Flight Altitude, use of oxygen, flight over water or mountains regions and subject to ATC clearance. 8.1.11 Operator’s Aeroplane Technical Log 8.1.11.1 General The aeroplane Technical Log is required by regulation and contains the legal record of all aircraft defects and rectification actions, engineering checks completed, fuel and oil state, flight clearance and Commander's acceptance. All entries in the Technical Log form a permanent part of the aircraft's mandatory records and any serious irregularity may invalidate these records. For details in compilations, structure and additional documentation within technical Log Book refer to O.M. Part A appendix section. 8.1.11.2 Technical Log The Technical Log (named Aircraft Technical Log Book - ATL), required by regulation, is a system for recording defects and malfunctions discovered during the operation. It is dedicated to each aircraft and contains the legal record of all aircraft defects and rectification action, engineering checks completed, fuel and oil state, flight clearance and Commander’s acceptance. All entries in the Technical Log form a permanent part of the aircraft mandatory records. Structure and information regarding completion are included in the introductory pages of the Log. On the cover must be found the progressive pad number, the aircraft registration, the issue date and signature; a progressive tech log page must be found on the fifty (50) Technical Log pages. The Technical Log is kept inside a proper folder (pad). 8.1.11.3 Entering of Defects The Commander must ensure that all technical defects and exceedance of technical limitations are properly entered in the Technical Log after flight, giving as far as possible a full report of all abnormal indications. If there are no new defects, a «NIL» entry should be made. When signing any part of the Technical Log, Commanders should print their names beside their signature. Where a defect is identified prior to flight, the Commander should enter the defect in the Technical Log at that time, whether rectification takes place before departure or the defect is deferred in accordance with the Minimum Equipment List (MEL). 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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8.1.11.4 Deferring of Defects Prior to flight, Commanders should ensure that defects have either been certified as cleared or are entered as carried forward in the Technical Log. The Minimum Equipment List provides the Commander with authority to operate a flight where rectification of a defect has been deferred. Such authority does not extend beyond the items listed in the MEL and the MEL states the conditions associated with the deferral of a defect. Only the Commander is authorised to determine that a flight can be safely undertaken with inoperative equipment in accordance with the MEL under the anticipated flight conditions. At a station where a defect entered in the Technical Log cannot be rectified and where operation with this defect is permitted by the MEL, the Commander must receive the authorization by technical dept in written form also if only operational procedure are required by the MEL. NOTE Prior to flight care should be taken to ensure that the full nature and significance of a defect which is deferred, or about to be deferred, is understood. In particular, abnormal indications should be considered as early warnings evidence of systems or equipment malfunction until it has been positively confirmed that no fault exists within the operating system and that the fault exists only in the indicating part of the system. 8.1.11.5 Technical Log Procedures 8.1.11.5.1 Departure Before accepting an aircraft, the Commander should check the following in the Technical Log: A. all pre-flight and scheduled maintenance checks (valid Maintenance Release) completed; B. reported defects cleared or correctly deferred; C. Certificate of Compliance or Certificate of Release to Service issued after any overhaul, repair, replacement, modification or mandatory inspection; Note: A Certificate of Compliance or Certificate of Release to Service should be signed/issued by a person designated by an approved aircraft maintenance organisation authorised to issue certificates for Italian registered aircraft. Where an aircraft requires repairs or parts replacement away from base, the Chief Engineer shall be advised and he shall implement procedures to ensure that the work incorporated is properly certified. D. the fuel state of the aircraft on arrival and the fuel state of the aircraft on departure, signed by the person carrying out the refuelling. When fuel or oil is uplifted, the Commander should obtain a copy of the Supply Note from the supplier and this should be returned with the navigation log on completion of the flight. The supply note figure must be cross-checked with the actual increase in quantity; E. any cancellation should be in such a way that the text is clearly visible; F. if for any reason a Technical Log page cannot be used, the page must be clearly crossed with the word “VOID”.
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8.1.11.5.2 Arrival On completion of a flight, the Commander shall make the entries as per Appendix C.27 of this manual. 8.1.11.5.3 Aircraft Technical Log Book A sample of Air Italy’s “Aircraft Technical Log Book” can be found in Appendix C.27 of this manual. 8.1.11.6 Cabin Defects Book The object of the Cabin Defects Book (CDB) (also named Quaderno Segnalazioni Cabina –QSC-) is to enable the reporting and rectification of non airworthiness defects which would otherwise have been recorded and controlled in the aeroplane’s technical log. Usually only defects that do not affect airworthiness are to be entered, that is defects which can be defined as “soft furnishings” which in themselves would not constitute a hazard. However, consideration must be given to requirements listed in Airworthiness Notice regarding: Doors and escape chutes; Stowage and accessibility of life jackets; Floor proximity emergency escape path lights; Flame resistant furnishing materials; Aeroplane seats and berths –resistance fire; Cabin and toilet fire protection; Fire precautions – aeroplane toilets; Galley equipment. The Commander will assess whether the defect affects airworthiness or not; at the termination of the flight the Cabin Crew will report, upon decision of the Commander, in the CDB any defects not affecting airworthiness. If, for any reason, the airworthiness defect has been reported in the Cabin Defect Book the Commander will report it into the ATL (see Appendix G). Any defects entered in the CDB are to be indicated by a number. The engineer checking any cabin defect must be satisfied regarding its effect on airworthiness and transfer it to the technical log if necessary. The technical log entry will be cleared in the normal way by a statement of the action taken and certification by a signature and approval number. 8.1.12 List of Documents, Forms and additional Information to be carried 8.1.12.1 List of Documents The following lists show the documents which are required by law and/or by Operator regulations to be carried in flight. It is the Commander's responsibility that all documents relevant to the operation of his flight are properly and accurately completed and that, before flight, those documents which are required to be carried are on board. The Operations Manual or those parts relevant to the duties of Flight Crew and requirements to conduct the flight, are easily accessible to the Air Crew on board the aircraft. NOTE: In case of loss or theft of the documents underlined listed below, the operations may be continued until the flight reaches the base or a place where a replacement document can be provided. 1. Flight Crew Personal Documents: valid Flight Crew licence with rating appropriate for the flight; 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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medical certificate; EU FCL ENAC Pilot Logbook (or equivalent Logbook); any validation required to operate the Air Italy’s aircraft; authorisation for Transit Check(when applicable); Crew Member certificate; Passport and Visa required for the purpose of the flight; vaccinations required for the purpose of the flight.
2. Cabin Crew Personal documents: Cabin Crew First Aid and Emergency certificate; medical certificate; passport and Visa required for the purpose of the flight; vaccinations required for the purpose of the flight. Note:The professional documents must be also carried during any ground training (e.g. simulator initial and recurrent training of any type etc.) to be signed by the training staff. After a Type Rating Renewal skill test, licence renewal is required; in addition to the statutory checks, than the EU FCL Pilot Logbook has to be filled and signed by TRE, and Pilot licence revalidate by TRE that has conducted the Skill test Control. 3. Aircraft Documents: Benestare Tecnico all’impiego (not Italian registered aircraft only); The Airworthiness Certificate; The Registration Certificate; The original or a copy of the Noise Certificate; The Aircraft Radio Licence; The original or a copy of the Third Party Liability Insurance Certificate(s); Autorizzazione convalida brevetto piloti rilasciata dall’Autorità del Paese in cui è immatricolato l’aeromobile (not Italian registered aircraft only); The original or a copy of the Air Operator Certificate (AOC); Autorizzazione SIAE; Esenzione tassa carburante; Dangerous goods Licence (when required); Technical Log; Giornale di bordo (for Italian registered aircraft only). 4. Ships Library Documents: Operations Manual Part. A, B, C; Quick Reference Handbook; Normal and Emergency Check-Lists; MEL; Aircraft Prepared for Service (APS) or DOW-DOI indexes tables; Individual Runway Tables; Reporting Forms (Pilot Voyage Reports, Commander's Discretion Reports, Occurrence Reports etc.); IATA Dangerous Goods Manual (not applicable at the moment); Passengers Emergency Seat Pocket Cards; Approved Flight Manual Flight Planning and Performance Manual. 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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5. Flight Specific Documentation: Route Manuals covering area of Operations and current maps and charts if not already in OM Part C on board; Operational Flight Plan, containing information as per this O.M.; Filed ATS Flight Plan, containing information as per this O.M.; Appropriate NOTAMs/AIS briefing documentation; Meteorological Reports, Charts, etc.; Load & Trim Sheet; General Declaration (when specifically required by law of State); Passenger Manifest (when specifically required by law of State); Landing Cards (as required); Cargo Manifest (if applicable); Notification of special categories of passenger (such as security personnel, handicapped persons, inadmissible passengers, deportees, persons in custody); Notification of special loads (including dangerous goods – not yet required); All mandatory written information if carrying Dangerous Goods (not yet required); Over Flight permission (if applicable); Fuel carnet/cash; Any other documents required by the States concerned with the flight. 8.1.12.2 Pilot Voyage Report A Voyage Report shall be completed with extreme care and signed by the Aircraft Commander for each continuous series of flights. It shall include the names of all crew members and their duties and details of incidents, observations (if any). In Air Italy’s Voyage Report is reported in Appendix C. 8.1.12.3 Flight Envelope Documents All flight documentation required to be retained will be placed in a 'Flight Envelope'. The documentation includes: Voyage Report; OFPs, including Take-off Data; Load & Trim Sheets; Fuel Receipts; Applicable NOTAMS; Applicable Weather Charts; Progress Charts and OCA Worksheets, in case of an ETOPS flight/series of flights; Special Reports (i.e. Catering Reports, etc.). At the end of the rotation the flight Crew must bring the Flight Envelope to the Company Office of Air Italy’s Main Base. The Crew are allowed to leave the Flight Envelope on board the aircraft only if: the rotation ends in airports different from Air Italy’s Main base and; the flight Crew finish the rotation with a lay over abroad and; a different flight Crew is returning immediately to an Air Italy’s base. All the flight Crew shall bring to Company offices also the Flight Envelopers left by their colleagues on board of the aircraft. 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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8.1.12.4 Other Reports Required The following reports, if required, should be submitted to the Authority within 72 hours. Accidents. The Commander is responsible for notifying the nearest appropriate Authority, e.g. ATC or the police, by the quickest available means of any accident involving the aircraft and resulting in serious injury or death of any person or substantial damage to the aircraft or property. The National Authority must also be immediately notified. NOTE. Refer also to chapter 11. Flight incidents. Any incident which has endangered or may have endangered the safety of a flight must be reported first by the Commander to Air Italy’s and then by Air Italy to the Authority normally within 72 hours. NOTE. Refer also to chapter 11. Air Traffic incidents. Any incident where the Commander considers that his aircraft in flight has been endangered in flight by a near collision, or faulty ATC procedures, or by an ATS facility failure, must be reported by him immediately by radio and later confirmed by completing an Airmiss/Airprox/Air Traffic Incident Form. Details should also be included in the Commander's Flight Report at the end of the flight. Rules of the Air Deviations. Any deviation from Rules of the Air Regulations, for the purpose of avoiding danger or otherwise, must be reported to the ATS unit concerned. Details must also be included in the Commander's Flight Report for forwarding to the Authority. Aircraft Technical Defects. All aircraft technical defects must be entered in the Technical Log at the end of the flight. If any limitation has been exceeded in flight, this must also be recorded and details given. Bird Hazard and Strikes. Must be reported immediately to ATC and afterwards be the subject of a written report on the appropriate form. Hazardous Conditions in Flight. Commander must report to ATC any instances of hazardous conditions encountered or observed in flight. This should include also any meteorological phenomenon, volcanic ash cloud or activities, high radiation level and irregularity in a ground or navigation facility. Births/Deaths on Board. Should be recorded in the Voyage Report. For fullest possible details use a separate report. At the first station a report should be submitted to the local Authority and to the nearest Italian Embassy or Consulate. Infectious Disease on Board. The Commander is responsible for notifying the aerodrome of intended landing as soon as possible by radio of any suspected infectious disease on board. In the absence of qualified medical diagnosis, the Commander should regard the following symptoms as indicative of infectious disease: 8.1 – FLIGHT PREPARATION INSTRUCTIONS
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- persistent fever accompanied by prostration or glandular swelling; - any acute skin rash or eruption, with or without fever; - severe diarrhoea with symptoms of collapse; - jaundice accompanied by fever. Disembarkation/Imposition of Restraint. where action is taken under the Tokyo Convention the appropriate report must be made. Other aircraft or surface craft in Distress. When such distress is observed by the Commander, he is required to report it to ATC, giving all possible information. Emergency with Dangerous Goods on board (not yet necessary). When an emergency occurs or there is a chance that an emergency may occur during the performance of flight or during landing the Commander should inform ATC if the situation permits, stating the type of Dangerous goods carried, location, weight and any other information helpful to manage the emergency related to the presence of dangerous goods. Unlawful interference. Following an act of unlawful interference on board, a Commander shall submit a report, as soon as practicable, to the local and Italian Authorities. NOTE: see Chapter 11 of this manual for handling of Accidents and Occurrences. 8.1.12.5 Production of documentation and records The Commander will produce, within a reasonable time if requested to do so by a person authorised by the Authority, the documentation required to be carried on board.
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Index 8.2 GROUND HANDLING INSTRUCTIONS .................................................................... 1 8.2.1 Fuelling Procedures.............................................................................................. 1 8.2.1.1 Italian Regulations. ......................................................................................... 1 8.2.1.2 Standard Regulations ..................................................................................... 1 8.2.1.3 Approved Fuels............................................................................................... 2 8.2.1.4 Responsibility.................................................................................................. 2 8.2.1.5 Supervision of Refuelling and Fuel Check ...................................................... 2 8.2.1.5.1 Method to Check Refuelling...................................................................... 3 8.2.1.5.2 Tankering.................................................................................................. 3 8.2.1.6 Refuelling/Defuelling with Wide Cut Fuel........................................................ 3 8.2.1.7 Aircraft Maintenance Operations during Refuelling/Defuelling........................ 4 8.2.1.8 Fuelling/Defuelling with Passengers embarking, on board or disembarking... 5 8.2.1.9 Fuelling/Defuelling with wide-cut fuel with passengers embarking, on board or disembarking............................................................................... 6 8.2.2 Aeroplane, Passengers and Cargo Handling Procedures Related to Safety ........ 6 8.2.2.1 General........................................................................................................... 6 8.2.2.2 Seat Allocation Procedures ............................................................................ 7 8.2.2.2.1 Multiple Occupancy of Passenger Seats. ................................................. 7 8.2.2.3 Passenger Procedures ................................................................................... 8 8.2.2.3.1 Adults........................................................................................................ 8 8.2.2.3.2 Able Bodied Persons (ABP)...................................................................... 8 8.2.2.3.3 Special Passengers .................................................................................. 8 8.2.2.3.4 Special Passenger - Infants ...................................................................... 8 8.2.2.3.5 Special Passengers - Children.................................................................. 8 8.2.2.3.6 Special Passengers – Young.................................................................... 9 8.2.2.3.7 Special Passengers – Unaccompained Minors (UM/UMR)....................... 9 8.2.2.3.8 Special Passengers - Passengers With Reduced Mobility (PRM) ............ 9 8.2.2.3.9 Special Passengers - Seat Allocation of PRMs ...................................... 12 8.2.2.3.10 Special Passengers - Authority of the Commander .............................. 12 8.2.2.3.11 Inadmissible Passenger (INAD)............................................................ 12 8.2.2.3.12 Accompanied Deportees (DEPA)/Unaccompanied Deportees (DEPU) 13 8.2.2.3.13 Persons in Custody/Detainees.............................................................. 14 8.2.2.3.14 Voluntary Departing Aliens (VDAL)....................................................... 15 8.2.2.4 Permissible Size and Weight of Hand Baggage ........................................... 15 8.2.2.5 Loading and Securing of Items in the Aeroplane .......................................... 16 8.2.2.5.1 Baggage Loading.................................................................................... 17 8.2.2.6 Special Loads and Classification of Load Compartments............................. 17 8.2.2.6.1 Live Animals ........................................................................................... 17 8.2.2.6.2 Human Remains (HUM).......................................................................... 18 8.2.2.7 Positioning of Ground Equipment ................................................................. 18 8.2.2.8 Operation of Aeroplane Doors ...................................................................... 18 8.2.2.8.1 General ................................................................................................... 18 8.2.2.8.2 Cabin Doors............................................................................................ 19 8.2.2.8.3 Arming and Disarming Cabin Doors ....................................................... 19 8.2.2.8.4 Compartment Doors ............................................................................... 19 8.2.2.8.5 Aircraft Handling in Strong Winds and/or Heavy Rain Falls .................... 19 8.2.2.8.6 Cockpit reinforced doors operation ......................................................... 19 8.2.2.9 Safety on the Ramp ...................................................................................... 22 8.2.2.9.1 General ................................................................................................... 22 8.2 – GROUND HANDLING INSTRUCTIONS
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8.2.2.9.2 Post Flight Marshalling ........................................................................... 22 8.2.2.10 Start-up, Ramp Departure and Arrival Procedures..................................... 22 8.2.2.10.1 General ................................................................................................ 22 8.2.2.10.2 Taxing .................................................................................................. 22 8.2.2.11 Servicing of Aeroplanes ............................................................................. 23 8.2.2.12 Documents and Forms for Aeroplane Handling ......................................... 23 8.2.2.12.1 General ................................................................................................ 23 8.2.2.12.2 Information Retained on the Ground .................................................... 23 8.2.2.12.3 Records to be filled .............................................................................. 23 8.2.3 Procedures for the Refusal of Embarkation ....................................................... 24 8.2.3.1 Unruly Passengers....................................................................................... 24 8.2.3.1.1 Classification .......................................................................................... 24 8.2.3.1.2 General Policy........................................................................................ 24 8.2.3.1.3 Legal Aspects......................................................................................... 25 8.2.3.1.4 Assault by Passenger on Crew Members .............................................. 27 8.2.3.1.5 Handling Procedures for Unruly Passengers ......................................... 27 8.2.3.1.6 Ground Procedures for Handling of Unruly Passengers ........................ 29 8.2.3.1.7 Passenger Disturbance Report .............................................................. 31 8.2.4 De-icing and Anti-icing on the Ground ............................................................... 31 8.2.4.1 Responsibilities ............................................................................................ 31 8.2.4.2 General ........................................................................................................ 32 8.2.4.3 Icing Conditions............................................................................................ 32 8.2.4.4 Ground Precautions ..................................................................................... 32 8.2.4.5 Definitions and procedures........................................................................... 33 8.2.4.5.1 Contamination ........................................................................................ 33 8.2.4.5.2 Contamination check.............................................................................. 33 8.2.4.5.3 Hoarfrost ................................................................................................ 33 8.2.4.5.4 Thin Hoarfrost ........................................................................................ 33 8.2.4.5.5 Rime....................................................................................................... 33 8.2.4.5.6 Glaze Ice or Rain Ice.............................................................................. 33 8.2.4.5.7 Clear Ice................................................................................................. 34 8.2.4.5.8 Snow ...................................................................................................... 34 8.2.4.5.9 Removal of Frost, Ice or Snow ............................................................... 34 8.2.4.6 CLEAN AIRCRAFT concept......................................................................... 34 8.2.4.7 De-Icing/Anti-Icing........................................................................................ 34 8.2.4.7.1 Fluid Types............................................................................................. 35 8.2.4.8 Pre-flight checks........................................................................................... 35 8.2.4.8.1 Procedures for Cabin Crew .................................................................... 36 8.2.4.8.2 Fluid Types use...................................................................................... 36 8.2.4.8.3 Fluids Applied Cold ................................................................................ 36 8.2.4.8.4 Precautions when De-Icing .................................................................... 36 8.2.4.9 Hold Over Times (HOT) ............................................................................... 37 8.2.4.9.1 Hot Water De-icing ................................................................................. 37 8.2.4.10 Responsibility ............................................................................................. 38 8.2.4.10.1 Maintenance......................................................................................... 38 8.2.4.10.2 Commander ......................................................................................... 38 8.2.4.10.3 Station Manager ................................................................................... 38 8.2.4.10.4 Ground Staff......................................................................................... 38 8.2.4.10.5 Communications .................................................................................. 39 8.2.4.10.6 Centralised De-icing ............................................................................. 39 8.2 – GROUND HANDLING INSTRUCTIONS
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8.2.4.10.7 Aircraft De-iced Certification ................................................................. 40 8.2.4.10.8 Delayed Take-Off.................................................................................. 40 8.2.4.10.9 Passengers and cabin crew member information ................................. 40 8.2.5 Airplane ground movement................................................................................. 40 8.2.5.1 Authority to taxi an aeroplane ....................................................................... 40 8.2.5.2 Push back and towing................................................................................... 41
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8.2 GROUND HANDLING INSTRUCTIONS 8.2.1 Fuelling Procedures 8.2.1.1 Italian Regulations. In accordance with Italian laws in force (decreto 30 Settembre 1985 GU n.259 4 Novembre 1985), the following porcedures are required. Re/defuelling operation must be done at least 15m away from any building. The area withn 15m from aeroplane tanks and/or re/defuelling equipment is called “Fuelling Area”. During re/defuelling the aeroplane must be properly grounded to prevent any sparks from static electricity, engines must be shut down and: 1) Two-way communication shall be established and shall remain available by the aeroplane’s intercommunication system or other suitable means between the qualified ground crew supervising the re/defuelling and the qualified personnel on board the aeroplane. 2) All vehicles operating inside of fuelling area must: be equipped with approved and functioning exhaust anti-flame system; have a fire extinguisher on board; not transit or stop under the aeroplane wings (not for de/refuelling vehicle); not obstruct emergency exits and must permit the rapid evacuation of the fuelling area by other vehicles; not obstruct the fire fighting crews operation, should the need arise. 3) During re/defuelling the ofllowing actions are prohibited : change of aeroplane batteries; tuse of stairs with metallic wheel as they could produce sparks; use of Transponder, HF radio and weather radar; use of electronic equipment as they could produce flames or sparks; use of matches or lighters; smoking. 4) Re/defuelling operation must be stopped or terminated in case of: fuel leakage testing of radar equipment in the vicinity of re/defuelling point; presence of thunderstorms with lightning over or in the vicinity of the airport; overheat of Main Landing Gear; detection of fuel vapours inside the aeroplane presence of any vehicle without anti-flame system less than 1 m from re/defueling point operation of HF radio, transponder or weather radar any other hazard arises during re/defuelling 5) For fuelling / defuelling with Passengers embarking, on board or disembarking see OM A Chapter 8.2.1.8. 8.2.1.2 Standard Regulations Safety precautions must be always taken to preclude the possibility of fire during refuelling and defuelling procedures. The main causes of risk of fire with fuel deal with: a spark due to static electricity hot points (engines, APU, ground installations, smoking) 8.2 – GROUND HANDLING INSTRUCTIONS
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Fuel generally does not catch fire easily, but the risk of fire is increased when the fuel is sprayed (link, disconnecting pipe) or in the presence of fuel vapour especially when low flash point fuels are used. The following precautions apply during any fuelling operations: engine ignition system must be “OFF”; the weather radar must be switched “OFF”; HF radios are not transmitting; electrical circuits in the tanks area must not be connected or disconnected; no open flame or smoking is permitted around the aircraft. Notes: Where reference is made to refuelling within these procedures it shall also be taken as referring as applicable to defuelling. Whenever JP-4/Jet B has been uplifted, defuelling should if possible be avoided until 20 flying hours have elapsed. 8.2.1.3 Approved Fuels Normally Jet A-1 is the only fuel approved for use on Operator aircraft, but in exceptional circumstances other fuels as listed in the Engineering Technical Procedure Document Number DTE-ETP-12-001, with title B737/B757/B767 Fluids servicing, may be uplifted when Jet A-1 is not available. A table showing the typical properties of the approved fuels is reported hereunder. FUEL TYPE JET A-1 JET A
APPROVED FUEL TYPICAL PROPERTIES Freezing point Viscosity at -20°C (°Celsius) mm2/s -50 3.5 -51 5.2
Density at 15°C kg/m3 820 820
8.2.1.4 Responsibility The final responsibility for the quantity and distribution of fuel rests with the Commander of the aircraft who, prior to the commencement of each flight, ensures that the Fuel Part in the Aircraft Technical Log is signed accordingly. Before commencing fuelling the authorised refuellers must take precautions to ensure that the correct grade is offered by the suppliers. Whenever wide cut fuel is uplifted an entry must be made in the Technical Log quoting the fuel specification and quantity in each tank. Before signing his acceptance, the Commander must, with respect to fuel, check that: A. the departure fuel on board agrees with the fuel planned and required for the flight B. the freeze point of the fuel loaded or that of the resultant mixture is satisfactory for the flight that is planned. In the absence of an appointed authorised refueller it is necessary for the Commander to assume responsibility for the refuelling of the aircraft. This responsibility may be delegated to the co-pilot but must be completed in accordance with the relevant aircraft refuelling instructions. 8.2.1.5 Supervision of Refuelling and Fuel Check Refuelling according to fuelling order must be supervised and the quality at designated stations to be checked by the person responsible, i.e. authorised refueller, station mechanic, flight engineer or Air Crew.
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To ensure that the requested amount of fuel according to Operational Flight Plan and fuelling order is on board a double check must be performed by a fuel quantity uplift calculation and actual uplift. A dipstick check must be performed: - if required by the fuelling procedures; - if required by MEL; - if the difference between the calculated and the indicated amount of fuel excessive; - if any technical deficiency is observed in the fuel indication system; - if the person responsible deems it necessary. Even if no fuelling is required a fuel check must be done. 8.2.1.5.1 Method to Check Refuelling The following method will be used to check the refuelling figure: check Bowser/Fuel Truck meter zeroed before refueling; uplift as required; check cockpit gauges: if not correct and under the requested fuel, top up as required; from the cockpit gauges, subtract the total fuel from the remaining fuel (to obtain required uplift in Litres, convert these figures using OAT table below); record actual Bowser/Fuel Truck uplift figure in the “Actual box” and calculated uplift in «Calculated» box and compare the two figures and if the difference is more than 3% an investigation may be required and the event noted on the Voyage Report and Tech Log. CONVERSION OAT Table (° Celsius) TEMPERATURE < 6°C 6° - 18°C 19° - 30°C 31°C Kg x 1.24 1.25 1.27 1.28 = Litres Kg x 0.270 0.275 0.279 0.282 = Imp Gallons Kg x 0.326 0.331 0.335 0.339 = US Gallons Lbs x 1.779 1.763 1.736 1.724 = Litres Lbs x 0.123 0.125 0.126 0.128 = Imp Gallons US Gallons/litres US Gallons x 3.78 = litres Imp Gallons/litres Imp Gallons x 4.54 = litres DO NOT INTERPOLATE 8.2.1.5.2 Tankering Whilst tankering can have financial advantages, these advantages are lost if last minute load changes result in the necessity to de-fuel or off-load freight. When tankering, therefore, check if the ZFW in the OFP and/or communicated by the Handling Agent is realistic, then refuel providing a buffer for last minute changes. Before the end of refuelling, if the ZFW given is the final, top up to maximum. 8.2.1.6 Refuelling/Defuelling with Wide Cut Fuel “Wide cut fuel” (designated JET B, JP-4 or AVTAG) is an aviation turbine fuel that falls between gasoline and kerosene in the distillation range and consequently, compared to kerosene (JET A or JET A1), it has the properties of higher volatility (vapour pressure), lower flash point and lower freezing point. Wherever possible, Air Italy should avoid the use of wide-cut fuel types. If a situation arises such that only wide-cut fuels are available for refuelling/defuelling, operators should be aware that mixtures of wide-cut fuels and kerosene turbine fuels can result in the air/fuel mixture in the tank being in the combustible range at ambient temperatures. The 8.2 – GROUND HANDLING INSTRUCTIONS
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extra precautions set out below are advisable to avoid arcing in the tank due to electrostatic discharge. The risk of this type of arcing can be minimised by the use of a static dissipation additive in the fuel. When this additive is present in the proportions stated in the fuel specification, the normal fuelling precautions set out below are considered adequate. Wide-cut fuel is considered to be “involved” when it is being supplied or when it is already present in aircraft fuel tanks. When wide-cut fuel has been used, this should be recorded in the Technical Log. The next two uplifts of fuel should be treated as though they too involved the use of wide-cut fuel and the following limitations applied: - over-wing fuelling will not be employed; - the aircraft may not be refuelled with passengers on board; - refuelling with an engine running is not permitted; - the APU may not be started while refuelling is taking place. When refuelling/defuelling with turbine fuels not containing a static dissipater, and where wide-cut fuels are involved, a substantial reduction on fuelling flow rate is advisable. Reduced flow rate, as recommended by fuel suppliers and/or aeroplane manufacturers, has the following benefits: - it allows more time for any static charge build-up in the fuelling equipment to dissipate before the fuel enters the tank; - it reduces any charge which may build up due to splashing; and - until the fuel inlet point is immersed, it reduces misting in the tank and consequently the extension of the flammable range of the fuel. The flow rate reduction necessary is dependent upon the fuelling equipment in use and the type of filtration employed on the aeroplane fuelling distribution system. It is difficult, therefore, to quote flow rates. Reduction in flow rate is advisable whether pressure fuelling or over-wing fuelling is employed. With over-wing fuelling, splashing should be avoided by making sure that the delivery nozzle extends as far as practicable into the tank. Caution should be exercised to avoid damaging bag tanks with the nozzle. Aircraft and refuelling vehicles must be securely connected to adequate ground earth points and the refuelling vehicles must be bonded to the aircraft prior to connecting the nozzle to the aircraft fuelling adapter. On completion of refuelling with a wide cut fuel, a placard should be placed on the flight deck instrument panel stating that this fuel has been uplifted and giving the date and time. An entry will also be made in the Technical Log. 8.2.1.7 Aircraft Maintenance Operations during Refuelling/Defuelling A. Electrical and radio equipment may be checked but maintenance must be limited to the exchange of complete Units; B. radar must not be operated during fuelling operations or when within 30 meters (100ft) of such operations, fuel tanks, fuel trucks or fuel storage areas; C. when wide cut fuel is involved, radio equipment including radio paging devices, pocket calculators and similar electrical equipment, unless otherwise stated to be intrinsically safe, must not be taken into the fuelling zone or within 20ft of a fuel spillage; D. strobe lights are not to be operated or tested during refuelling or defuelling; E. APU and External Generators may be used during fuelling operations. However, APU and External Generators must not be started during fuelling operations. 8.2 – GROUND HANDLING INSTRUCTIONS
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8.2.1.8 Fuelling/Defuelling with Passengers embarking, on board or disembarking Fuelling or defuelling may be carried out with passengers boarding, on board or disembarking provided that the following requirements can be satisfied. If these cannot be complied with, fuelling operations must not take place. Requirements: A. sufficient qualified personnel must be on board and be prepared for an immediate emergency evacuation. A flight crew member will be on the flight deck and should co-ordinate the precautions and procedures to be observed. Continuous communication between the flight/cabin crew within the aircraft and the ground engineer/refuelling supervisor outside is required. In the event of an incident requiring prompt disembarkation or rapid evacuation of the passengers, the Ground Engineer/Refuelling Supervisor will use the quickest available means of communication to notify the flight/cabin crew e. g. using: flight interphone; passenger steps, power operated gangway or catering vehicle; suitable aural or visual signals; B. an attendant who must be stationed at one of the main cabin doors will be responsible for notifying the refuelling staff immediately should any fuel vapour be detected in the passenger compartment or if any condition arises which might constitute a potential hazard. If the presence of fuel vapors is detected inside the aeroplane, or any other hazard arises during re-defuelling, fuelling must be stopped immediately. In this event all cleaning activities using electrical equipment within the aircraft must also be stopped immediately and not resumed until conditions permit; C. crew, staff and passengers must be warned that re-defuelling will take place. Passengers remaining on board must be informed that they must remain in their seats with their seat belts unfastened and that they must not smoke or operate electrical equipment; aisles and exits must remain unobstructed D. the ‘Fasten Seat Belt’ sign must be off and 'No Smoking' signs must be on, together with sufficient interior lighting to enable the exits to be identified. E. where appropriate to the aircraft type, the emergency lighting master switch must be selected to «arm»; F. the P.A. system must be serviceable; G. any ground servicing activities and work within the aircraft must be conducted in such a manner that the ground area beneath exits intended to be used for emergency evacuation and slide deployment area must be kept clear; H. where it is desired to move passengers to and from the aircraft during fuelling the authorised refueller must ensure that the passenger movement paths are well clear of aircraft wing tip tank vents and fuelling equipment and that the movement of passengers through the fuelling area is supervised by a responsible person. Passengers must not be allowed to linger near the aircraft; I. the fire service must be alerted to the fact that fuelling procedures are about to take place with passengers on board; J. if a passenger/baggage reconciliation is necessary, it must be carried out away from the fuelling area; K. with regard to access, the following are the minimum requirements:
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a. the main door normally used for passenger embarkation must be open, clear of obstruction and manned. A loading bridge, power operated gangway or a set of passenger steps must be positioned at the door; b. the secondary rear exit door may, provided the slide is serviceable, remain closed but must be clear, armed and manned. The authorised refueller must be instructed to ensure that the area of ground beneath the secondary door is kept unobstructed; L. all others exit doors or emergency exits remain closed, armed and must be clear and manned, the ground area beneath the exits must be kept clear of any obstruction for slide deployment and emergency evacuation. NOTE. For Public Addresses announcement and Cabin Crew position and duty during refuelling, see the appropriate booklets. NOTE: a two way communication shall be established and shall remain available between ground crew supervising the refuelling and the qualified personnel on board the aeroplane. NOTE: Ground servicing and work inside the aeroplane should be conducted in such a manner that they do not create hazard and the aisles and emergency doors are unobstructed.
8.2.1.9 Fuelling/Defuelling with wide-cut fuel with passengers embarking, on board or disembarking Fuelling or Defuelling with Avgas or wide cut type fuel (e.g. Jet-B or equivalent) or when a mixture of these types of fuel might occur, is not authorised when passengers are embarking, on board or disembarking. 8.2.2 Aeroplane, Passengers and Cargo Handling Procedures Related to Safety 8.2.2.1 General The loading of aeroplanes has to be performed under the supervision of qualified personnel (ground personnel or Pilot) and the Commander of the flight. The Commander and the Supervisor are responsible for ensuring that the weight of passengers and freight are consistent with data used for calculation of the aeroplane weight and balance. The structural limits such as floor strength, maximum load per running meters, maximum load for compartment and maximum seating limits should also be complied with. Crew and Ground staff shall take all reasonable measures to ensure that no person secretes himself or secretes cargo on board an aeroplane. To comply with this safety requirement the following actions must be carried out. 1. Air Crew boarding, during transit without passengers and before leaving a company aeroplane must carry out the security and safety search as explained in the appropriate Manual and/or Booklets. 2. Flight Crew and/or Ground Staff must carry out the security and safety search when an aeroplane has been left unattended, that shall include cargo compartments, wheel well and all compartments with external and/or internal access that may secrete a person or object. The use of a seal can reduce the inspection if the aeroplane has been left unattended in an area guarded by Airport Authority. 3. Ground staff or Flight Crew shall survey the ground operation. Senor Cabin Crew will report to the Commander of the flight that boarding and disembarking operations are completed. The Commander of the flight has the authority to order the beginning of boarding and disembarking operations in accordance with Air Italy’s procedures.Moreover the Commander has to make sure that no passengers will be left on ground consequently at early departures. In Air Italy an early departure is not allowed in scheduled flights. The same disposition is valid also for charter flights unless an accurate check has been performed of the number of passengers boarded against the forecasted number. This 8.2 – GROUND HANDLING INSTRUCTIONS
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check must be done in coordination with the Handling Agent/Company representative/Tour Operator representative. During the flight all reasonable measures must be taken to ensure that no person is in any part of the aircraft not designed for the accommodation of people, except with the expressed permission of the commander for safety reasons. 8.2.2.2 Seat Allocation Procedures A complete set of combined seating plan and boarding cards are available and have to be issued by ground personnel for each flight. The seats which permit direct access to emergency exits shall be allocated to passengers that appear reasonably fit, strong and able to assist the rapid evacuation of the aeroplane in emergency. Passengers (because of their condition) who may hinder other passengers during an evacuation or may impede the Crew in carrying out their duties should not be allocated seats which permit direct access to emergency exits during the check-in. If the check-in ground staff cannot comply with above due to the impossibility to screen all the passengers when they are accepted, then a further check during boarding will be useful. In any case Cabin Crew during the embarkation and/or during the safety check will verify compliance with above. Incapable passengers allocated wrongly will be moved to other seats to avoid difficulties occurring on the ground, during take off or landing, when an emergency situation can arise. The following categories of passengers are among those that should not be allocated to, or directed to seats which permit access to emergency exits. - Passengers suffering from obvious physical, or mental, handicap to the extent that they would have difficulty in moving quickly if asked to do so; - Passengers who are either substantially blind or substantially deaf to the extent that they might not readily assimilate printed or verbal instructions given; - Passengers who because of age or sickness are so frail that they have difficulty in moving quickly; - Passengers who are so obese that they would have difficulty in moving quickly or reaching and passing through the adjacent emergency exit; - Children (whether accompanied or not) and infants; - Deportees or prisoners in custody, and, - Passengers with animals. - Expectant mothers. Note: “Direct access” means a seat from which a passenger can proceed directly to the exit without entering an aisle or passing around an obstruction. Exit row seats shall not be assigned to passengers who do not have sufficient mobility, strength and dexterity in their arms, hands, legs to open an exit. For seat allocation of Special Passengers see 8.2.2.3. 8.2.2.2.1 Multiple Occupancy of Passenger Seats. Multiple occupancy of aeroplane seats may only be allowed on specified seats and does not occur other than by an adult and one infant (children under two years of age) who is properly secured by a supplementary loop belt or other restraint device.
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OPERATIONS MANUAL
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GENERAL BASIC
8 – OPERATING PROCEDURES
Part Chapt. Page Rev.6
A 8.2 8 30 May 10
8.2.2.3 Passenger Procedures 8.2.2.3.1 Adults An Adult is a passenger with an age of 15 years and above. 8.2.2.3.2 Able Bodied Persons (ABP) An ABP is an adult passengers, physically and mentally fit and able, willing to assist, not old, without family. The best ABP is another crew member, policeman, fireman, etc. An ABP may be needed to: - open exits; - inflate slides; - assist other passengers out of aeroplane; - help passengers at the bottom of slides; - assist blind, deaf or disabled passengers in evacuation; - assist children, elderly and other needing help; - prepare/launch slides or life rafts. ABP must be briefed and it must be ascertained that they have understood the instructions given by the cabin crew member. 8.2.2.3.3 Special Passengers A Special Passenger is any passenger who’s not an Adult ABP. 8.2.2.3.4 Special Passenger - Infants An Infant is a person who is less than 2 years of age. Infants may travel only if escorted by a parent (even if aged under 18) or by a person older than 18. The escort shall not travel with more than one infant. A passenger with infant shall occupy one of the seats shown in the seating maps (see GOM and/or CCM). Any group of seats with supplementary oxygen masks may be occupied by infants alternatively to allow Cabin Crew to use oxygen mask during depressurisation; Infants may be carried in a cradle (baby bassinet) providing the row where the accompaining adult is seated is immediately behind a fixed bulkhead; Under no circumstances can passengers with infants be seated in rows corresponding to exits. On take-off, landing and whenever the “FASTEN SEATBELT” signs are on, the infant shall be kept on escort’s arms and be restrained by means of the specific additional safety belt (“extension/infant loop belt”) to the seat belt of his escort. Note: an adult and an infant shall never be fastened together with the same seat belt.
The maximum number of infant depends on the number of supplementary oxygen masks, loop belts and special infant life jackets (if required) available. The maximum number of infants must not exceed 10% of the passenger seats capacity (the total number of seats must be rounded up – e.g: 171 pax seats:18 infants). If more than one infant is travelling as part of a group, each such infant may be placed in an infant seat in the same row, provided one infant seat is located on a window seat and that only a person travelling as part of that group is seated adjacent to each infant. If the infant seat is secured to an aisle seat, the responsible person may be seated in the aisle seat immediately across the aisle from the infant seat. 8.2.2.3.5 Special Passengers - Children A Child is a person between 2 and 12 years of age. 8.2 – GROUND HANDLING INSTRUCTIONS
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Children less than 5 years old may travel only if escorted by a parent (even if younger than 18) or by a person older than 18. Children aged 5 years or more may travel even if not escorted; in this case they fall into the Unaccompained Minors (see below) category and will travel according to the modalities described below. All children passengers, whether escorted or not, shall not be assigned seats in row sections in correspondence with exits. 8.2.2.3.6 Special Passengers – Young A Young is a passenger with an age between 12 and 14 years. A Young: is not authorised to perform adult’s duties (such as accompany infant and child); must not be seated beside an emergency exit; must be accompanied by an Adult or, if not, must be defined as Unaccompained Minor (see below); in terms of “mass value” is considered Adult. 8.2.2.3.7 Special Passengers – Unaccompained Minors (UM/UMR) An Unaccompained Minor is a passenger aged from 5 to 14 years that is travelling not accompained by a person older than 18. UMs shall: be embarked and desembarked before the other passengers; not be assigned seats in rows sections in correspondence with exits; be equipped with a special UM-bag containing name, route, travel documents and Air Italy Form 806 “Information for the carriage of Unaccompained Minors”, which should be worn visibly over the clothes; Refer to the seating maps reported in the GOM and/or CCM for the seating location and maximum number of UMs allowed onboard. Refer also to the table in paragraph 8.2.2.3.8 below for the maximum number of UMs allowed on board in combination with PRMs. If he deems appropriate to do so, the Commander can change the seating location of the UMs. UMs, when on board, shall be placed in the care of the Senior Cabin Crew Member by the Station personnel to whom they have been entrusted and will travel under the direct guardianship of the Commander. On board, the Senior Cabin Crew Member will ensure that constant assistance is given to the UMs. In case of crew change, the Senior Cabin Crew Member leaving service must inform the Commander and the colleague taking over of the presence of the UMs on board. Should this not be possible, the minors shall be temporarily placed in the Station personnel care. The Senior Cabin Crew Member shall take care of entrusting the minors to the Station delegated person in the most accurate manner. If no Station personnel is present, the Senior Cabin Crew Member shall hand over the UM to other authorised personnel. The Senior Cabin Crew Member shall report on Air Italy Form 806 where and to whom the UMR has been handed over. 8.2.2.3.8 Special Passengers - Passengers With Reduced Mobility (PRM) A PRM is a person whose mobility is reduced due to physical incapacity (sensory or locomotory), an intellectual deficiency, age, illness or any other cause of disability when 8.2 – GROUND HANDLING INSTRUCTIONS
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A 8.2 10 30 May 10
using transport and when the situation needs special attention and the adaptation to a person’s need of the services made available to all passengers.. The PRM number shall not exceed that of the ABPs capable of giving assistance in case of an evacuation, present on board. PRMs who belong to various medical categories may travel both individually and in groups respecting the limits laid down in the Seating Maps reported in the GOM and CCM. For the purpose of aeroplane evacuation, they are divided into: DEAMBULATORY: those capable to reach an emergency exit point without the help of an able bodied person; NON-DEAMBULATORY: those capable to reach an emergency exit point only with the help of an able bodied person, identified either with a certified CA, or with a Personal Escort that have received a safety briefing by a CA. Note: PRMs belonging to the following categories: WCHC, STCR, STCR/OXYG, BLND/DEAF, Non Self-sufficient MEDA (see relevant definitions in the following paragraphs) are considered as “Non-deambulatory”. For the emergency evacuation duty, each NON-DEAMBULATORY PRM without personal escort, up to the limit reported in the table below, will be assigned, by the Senior Cabin Crew Member, to an ENAC Qualified Cabin Attendant. 737-300/700 737-400/800 757-200 WCHR
767-300
4/5 note 1
5/6 note 1
Unlimited
Both NonDeambulatory and non accompanied PRMs STRC or STRC/OXYG Total maximum number of PRMs, excluding WCHR Note 1: Note 2:
767-200
2
3
4 1 note 2
14
17
19
Depending on cabin configuration. More than 1 STRC or STRC/OXYG can be carried provided prior coordination with Air Italy OCC is carried out.
Each NON-DEAMBULATORY PRM present on board, in excess of those allowed without personal escort (see table above), shall be assisted, during an emergency evacuation of the airplane, by an able-bodied personal escort. If needed, the escorts may be searched among volunteers at the Station. In this case each personal escort must have signed, during the check-in procedure, a responsibility’s declaration form. The Senior Cabin Crew Member must provide the escort with an appropriate preflight briefing. The limitations stated above do not apply in case of dedicated special flights (e.g: PRMs travelling in groups), for which exceptional agreements are set in place and coordination with the FOPH is necessary For the purpose of authorisation for flight from a medical standpoint, PRMs are divided in: MEDA: a passenger with reduced mobility for whom medical clearance is required; 8.2 – GROUND HANDLING INSTRUCTIONS
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NON-MEDA: a passenger with reduced mobility for whom NO medical clearance is required. The following categories of PRM are classified as MEDA: Passengers whose conduct, mental status or physical condition may render them incapable of caring for themselves without assistance or who might be a risk to themselves, to other persons or to the safety of the flight; Passengers who suffer from a disease which is believed to be contagious and could be passed on to other passengers on board (except typical children’s diseases); OXYG: passengers requiring oxygen therapy. Small (for maximum dimensions refer to the Permissible Size of Hand Baggage) gaseous oxygen or air cylinders are allowed. Oxygen refrigerated liquid is forbidden; Passengers needing medical attention or other medical equipment on board, with the exception of OXYG. Case by case will be evaluated by the FOPH in order to determine the transportability by aeroplane of the subject; STCR: passengers who cannot be seated normally and require the use of a stretcher, even though not continuously. Stretchers can be installed in rows as indicated in the technical publications. They must be secured to the aircraft. The patient must be secured by an adequate harness to the stretcher or aircraft. The fitting operation must be done by qualified personnel unless Crew Members are approved. A stretcher is to be loaded before all other passenger and off-loaded immediately after all passengers have disembarked. When a stretcher is installed, aircraft maximum capacity is reduced by a number of seats dependant on aircraft type. STRC should be accompanied by an able bodied adult attendant qualified to provide him with en-route care. PREG: women in the last four weeks of pregnancy or who have medical complications connected to their pregnancy; babies under the age of 7 days; persons with arms and/or legs in casts or splints.
The following categories of PRMs are normally classified as NON-MEDA: WCHR (wheelchair-ramp): passengers able to go up and down aeroplane stairs and walk unaided to their seat, but require a wheelchair or assistance to and from the aircraft and within the airport terminal; WCHS (wheelchair-steps): passengers unable to go up and down aeroplane stairs unaided but able to slowly walk to their seat; WCHC (wheelchair-cabin): non mobile passengers who need help and support during embarkation/disembarkation and seating on board. For WCHC an assistant is required for flights longer than 4 hours. Note: A passenger's own wheelchair (incl. battery-drive, where permitted) will be carried as checked baggage in the aircraft cargo compartment but never in the passenger cabin provided the precautions prescribed in Ch 9 of this Manual are observed. When a wheelchair with a spillable battery is loaded, the Commander must always be informed BLND: blind passengers If the BLND has a guide dog, muzzle must be worn by the guide dog and the seat next to its owner should be blocked.; DEAF: deaf passengers; BLIND/DEAF: passengers who are both blind and deaf; PREG: pregnant women who are not expected to give birth within the following four weeks and with no medical complications. 8.2 – GROUND HANDLING INSTRUCTIONS
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elderly passengers; FREMEC: holders of a valid Frequent Traveller’s Medical Card, which is given to person with permanent and chronic reduced mobility; children with visible contagious children’s diseases (i.e. measles, chicken pox); MAAS (meet and assist): passengers who need a special help, e.g. passengers unable to carry their own hand-luggage. 8.2.2.3.9 Special Passengers - Seat Allocation of PRMs PRM passengers shall be allocated seats which may facilitate their movements in the cabin for their needs and which do not hinder the evacuation of all other passengers in case of emergency. These passengers are therefore allocated seats designated to this end and indicated in the seating maps. The escort, if any shall, be assigned a seat adjacent to that of the PRM passenger. If he deems appropriate to do so, the Commander can change the seating location of the PRMs. 8.2.2.3.10 Special Passengers - Authority of the Commander The Commander has the final authority to accept or reject PRM for a specific flight. This authority is valid for “last minute boarding” as well as for passengers with reduced mobility already accepted. The following guidelines are intended to help the Commander in making his decision. Acceptable factors include: - important documents, e.g. statements of attending physician, inquires by the station of departure; - qualified accompanying personnel (doctor, nurse); - no imminent danger to life as far as recognisable; - return flight domicile; - proper care and transportation organised at destination. If the Commander decides to refuse transportation, he must inform such passenger(s) about alternative travel means after consultation with the station personnel, e.g. other line connections or special flights which provides expeditious, accompanied transportation. In the event of refusal a report to the FOPH through the “Captain’s Report” is required. 8.2.2.3.11 Inadmissible Passenger (INAD). An inadmissible passenger is a person who is not (or will not) be permitted by the competent authorities to enter the respective state (e.g. due to lack of visa, expired passport, insufficient funds etc.). The responsibility for inadmissible passengers lies fully with the carrier(s) concerned. Should an INAD decide to disembark at a destination other than that indicated on his ticket, he should be permitted to do so, informing the Authority. If possible, this should be done by radio before arrival. General If a passenger arriving on an Air Italy’s flight is declared to be inadmissible by the immigration authorities, the transporting carrier is responsible for the removal of the passenger in accordance with ICAO annex 9, Standard 3.36, quoted below: Each contracting state shall ensure that a person found inadmissible is transferred back into the custody of the operator(s) who shall be responsible for prompt removal to: - the point where the person commenced his or her journey; or - to any other place where the person is admissible. Note: 8.2 – GROUND HANDLING INSTRUCTIONS
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The public authorities shall without delay inform the operator(s) when a person is found inadmissible and consult the operator(s) regarding the possibility of departure. Stations are responsible for organising and co-ordinating INAD removals with the local authorities and consulates/embassies concerned, and with online stations. In exceptional cases where operation is seriously effected, stations shall co-ordinate with Operational Control. Handling INAD need not to be accompanied. In principle, passports and other travel documents are in the possession of INADs or their escort(s), and photocopies may be carried in a document folder of the aeroplane. Whenever local laws and/or severe sanctions (e.g. heavy fines and/or legal actions) require Air Italy to hand over original travel documents to the authorities at destination, such documents must be safeguarded in the aeroplane by the Commander. Full background information on such passengers must be given to the crew to enable proper handling. Notification The Commander must be informed about INADs. by means of the Captain’s Load Information (CLI) or by the system – generated passenger list. Accompanied Inadmissible Passengers (ANAD) If there are reasons to believe that an INAD will be a source of annoyance to other passenger and crew, DEPA procedures must be applied (maximum 4, each escorted by at least 2 guard). 8.2.2.3.12 Accompanied Deportees (DEPA)/Unaccompanied Deportees (DEPU) A deportee is a person who: - having been admitted to a state or having entered illegally, is required by the competent authorities to be removed from that state; - is extradited from a state on request of the competent authorities of another state. The responsibility for deportees lies fully with the states concerned. Should a DEPU decide to disembark at a destination other than that indicated on his ticket, he should be permitted to do so, informing the Authority. If possible, this should be done by radio before arrival. General Deportees shall be accompanied by law–enforcing officers or equivalent unless they are expelled for one of the following reasons: - lack of working permit; - illegal entry; - expired visa; - cancelled or invalid permit of residence; - insufficient funds; - repatriation (run–away youth, refugees); and when there is reasonable assurance that the deportee: - needs no special handling; - will not be a source of annoyance to other passengers; - does not jeopardise the safety of persons, goods or the aeroplane. Category of deportees and maximum number per flight: - unaccompanied deportees (DEPU): maximum 2; - accompanied deportees (DEPA): maximum 4, escorted by at least 2 guard. No confusion must be done between Accompanied Deportees (DEPA) and Persons in Custody/Detainees. 8.2 – GROUND HANDLING INSTRUCTIONS
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Exceptions to the above numbers must be authorised by the FOPH. Children under 16 years of age travelling together with an adult, family or group need not to be considered for the number of deportees. Handling Deportees who need to be manacled or gagged may not be accepted. Handcuffs are accepted. Persons who physically resist boarding the aeroplane shall be excluded from carriage. Furthermore, no person who behaves in a manner requiring physical restraint shall be brought on board. Arrangement shall be made that deportees will be boarded ahead of passengers, disembarked last and as discreetly as possible. DEPA/DEPU must be assigned seats from the back of the aircraft forward, but not the emergency overwing exit seats. In relation to the passengers, it is better to leave empty rows seats to separate the passengers and the deportees, or if the seats are not available, give an upgrade to business class (if available) for suitable number of passengers. If feasible, during take-off and landing handcuffs should be release, according with the decision of the escort personnel. In all the other situations, such persons shall be treated with the same courtesy and tact as all other passengers on board. In special cases, deportees may be seated behind a curtain for their own protection and integrity. In this situation two guards are necessary. One guard stays with the deportee, the second guard must safeguard the curtained area against unauthorised access. Special assistance shall be given by experienced senior staff. Documents In principle, passports and other travel documents are in the possession of DEPU/DEPAs or their escort(s), and photocopies may be carried in a document folder of the aeroplane. Whenever local laws and/or severe sanctions (e.g. heavy fines and/or legal actions) require Air Italy to hand over original travel documents to the authorities at destination, such documents must be safeguarded in the aeroplane by the Commander. Full background information on such passengers must be given to the crew to enable proper handling. The DEPU/DEPA message must include the remark “Travel documents in the aircraft”. Notification Before departure, the station personnel shall inform the Commander either verbally or system-generated passenger list of any deportee intended for transportation. 8.2.2.3.13 Persons in Custody/Detainees General It must not been done confusion between Accompanied Deportees (DEPA) with Persons in Custody/Detainees (always with armed escort). The Italian public authority can use scheduled flights for transferring detainees together with armed escort. This is not against any Italian law or regulation. The Captain cannot refuse to carry the detainee with his/her escort unless the detainees fall into the category of insubordination. The responsibility of escorting the detainee falls completely on the head escort. The head escort may decide to, or not to use handcuffs during the voyage. However the Captain may request to removal of handcuffs during take off and landing. Load control must inform the crew of the presence on board of the detainee and armed escort. 8.2 – GROUND HANDLING INSTRUCTIONS
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A 8.2 15 30 May 10
Handling The group must be assigned seats from the back of the aircraft forwards, but not the emergency over-wing exit seats. In relation to the passengers, it is better to leave empty rows seats to separate the passengers and the detainees, or if the seats are not available, give an upgrade to business class (if available) for suitable number of passengers. The detainee and escort must be embarked before and disembarked after the passengers and in a separate manner for safety and corporate image reasons. They should not be served alcohol or given matches. It is strongly suggested that toilettes are used (if needed) when the aircraft is still on the ground: special care must be used when they must use the toilette while flying. In all the other situations, such persons shall be treated with the same courtesy and tact as all other passengers on board. The escort may be armed in accordance with the Italian law 694, dated 23/12/74. There are no limitations regarding maximum numbers of detainees per flight. 8.2.2.3.14 Voluntary Departing Aliens (VDAL) Voluntarily departing aliens are foreign nationals whose right to stay in a particular country has been withdrawn and who, contrary to deportees, leave that country voluntarily within the period of notice given. They have been persuaded by the authorities to return to their home country. Handling Voluntarily departing aliens shall be treated with the same courtesy and tact as all other passengers. Special assistance shall be given by experienced senior staff. Stations are responsible for the correct acceptance of VDAL under observance of the following guidelines: - Groups of VDAL shall be pre-boarded; - The concentration of uniformed officials in check-in and gate areas or around and in the aeroplane must be avoided. VDAL who are obviously not willing to depart shall be considered DEPU/DEPA. Documents VDAL are in full possession of passport and travel documents. Photocopies of travel documents if deemed necessary should be made and placed in a document folder of the aeroplane. Notification The Commander must be informed about VDAL. 8.2.2.4 Permissible Size and Weight of Hand Baggage For security and safety reasons, only one piece of hand baggage not exceeding the weight of 5 Kg. and the total dimensions of 115 cm (sum of length, height and width) will be permitted per passenger (excluding infants). The following items are also allowed in addition to the hand baggage: one small bag or purse; one coat, cape or blanket; one umbrella or walking stick; one small camera or binoculars; reading matter for the flight; an infant carrying basket and baby food; fully collapsible wheelchair, crutches or other prosthetic devices provided the passenger is dependent upon them. 8.2 – GROUND HANDLING INSTRUCTIONS
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8.2.2.5 Loading and Securing of Items in the Aeroplane Crew must ensure that hand baggage and cargo is adequately and securely stowed before take off, before landing and whenever the Pilots illuminate the fasten seat belts or when so ordered. This is to prevent injury by falling objects and/or to prevent baggage and cargo impeding evacuation from the aircraft as appropriate to the phase of flight. To comply with this safety requirement the baggage and cargo must be stowed as follows: 1. Each item carried in a cabin must be stowed only in a location that is capable of restraining it; 2. Weight limitations placarded on or adjacent to stowage must not be exceeded; 3. Under-seat stowage must not be used unless the seat is equipped with a restraint bar and the baggage is of such size that it may adequately be restrained by this equipment; 4. Items must not be stowed in toilets or against bulkheads that are incapable of restraining articles against movement forwards, sideways or upwards and unless the bulkheads carry a placard specifying the greatest weight that may be placed there; 5. Baggage and cargo placed in lockers must not be of such size that they prevent latched doors from being closed securely; 6. Baggage and cargo must not be placed where it can impede access to emergency equipment. Items of accompanied baggage which by virtue of their size, value or fragility, are unsuitable for carriage in the hold or in approved stowage spaces may be carried on a passenger seat provided the following conditions are observed: A. the item is accompanied by a passenger; B. the seat is used solely for the carriage of, or securing of, the item throughout the flight; C. the seat is immediately adjacent to the side of the fuselage and is not adjacent to an emergency exit; D. any such item does not exceed 75 Kg in weight, is properly secured by means of a seat belt (plus extension piece if necessary) and the centre of gravity is maintained not more than 30 centimetres above the top of the seat cushion. Checks must be made before Take-Off and before landing and whenever the Commander switches on the seat belt sign to ensure that baggage is stowed in such a manner that it cannot impede evacuation or cause injury by falling. Note: The requirements for restraint of hand baggage apply equally to crew baggage. Baggage that cannot be stowed and secured will be labelled and carried in the cargo hold. Passengers are not allowed to carry the following article in the cabin: - Briefcases and security type attaché cases with installed alarm devices, lithium batteries and pyrotechnic material; - Explosives, munitions, fireworks and flares; - Gases such as camping gas; - Flammable liquids such as lighter fuels, paints and thinner; - Flammable solids, such as matches and articles which are easily ignited; - Oxidising substances such as bleaching powder and peroxides; - Poisonous and infectious substances; - Radioactive and magnetised materials; - Corrosives, such as mercury; - Medicinal or toilet articles exceeding 2 Kg/2 lt.; - Alcoholic beverages exceeding 2 lt.; 8.2 – GROUND HANDLING INSTRUCTIONS
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- Dry ice exceeding 2 Kg. 8.2.2.5.1 Baggage Loading It is under Commander responsibilities to check the balance of the aircraft is and will remain during the flight within the centre of gravity envelope limit and all the baggage and containers are properly stowed and secured before each flight. Cargo compartments limits are available on proper aircraft section of the OM Part C Route Manual Aircraft loading procedures are specified on Ground Operations Manual. 8.2.2.6 Special Loads and Classification of Load Compartments 8.2.2.6.1 Live Animals General Pets are domestic animals such as: Dogs; Cats; Singing birds; Rabbits; Hamsters; Guinea pigs. Pets only are considered as domestic animals travelling with a passenger: animals different from pets will be handled as Cargo. Two or more animals are allowed in the same container if they are familiar with each other and not exceeding the maximum weight and container’s dimensions. Carriage of pets in the cabin (PET-C) is limited by considerations of passenger safety and comfort and by the size of the cabin. Carriage of live animals in cargo compartments (AVI-H), either pets or not, require pressurisation and may require ventilation, heating and lighting. Information about pets carried in cargo compartment can be found in the present manual: for details, refer to each aeroplane’s AOM. Cabin (PET-C) With the exception of guide dogs for blind passengers, only 2 (B757) [reserved] small pets containers may be carried in the cabin. The weight of container and animal/animals may not exceed 10 Kg. They must be allocated: A. B757 If one Row 1 A/B If two: one behind the last row(row 40 D/E/F), with the owner in the last row and the other one in front of the owner, seated in the row 1A/B. B. B767 Max 3, 1 in each cabin area (max 10Kg including container) Not admitted in UK rutes C. B737 If one Row 2 A/B If two: one behind the last row, with the owner seated in the last row Pet must be carried in a suitable leak-proof container or bag with total dimensions of 115 cm (sum of length, height and width) and must stay in the container/bag, on the floor, for the duration of the flight. The passenger, under whose care the pet travels, must be in possession of all documents required by the authorities at destination. 8.2 – GROUND HANDLING INSTRUCTIONS
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The Commander and handling staff shall ensure that no animal is carried in the cabin which might impede an emergency evacuation. They therefore must not be assigned to the emergency exit seat rows. Before boarding the animal shall be already into the container. For guide dogs limitations, refer to BLND paragraph. NOTE. For flight from and to : - United Kingdom (not admitted); - Sardegna Region; special regulations applies. Cargo Compartment (AVI-H) Pets not carried in cabin and other animals (both defined as AVI-H) can be carried in the cargo compartment. The maximum number of pets not carried in cabin is reported in the GOM (ground Operations Manual) present on board the A/C , as long as at least ventilation is available and working and: - Cargo heating is working (if applicable); or, if the Cargo Heating is not working, - Outside Air Temperature on ground is > -5°C. For aeroplane without ventilation system, a case-by-case evaluation will be done among Commander, Ramp Agent and owner of the pet. Anyway the transport of pets in cargo compartment without ventilation is not recommended. Lighting system should be turned on during the all flight. Special care will be exercised in order to: - load the AVI-H not too much in advance of the expected time off blocks; - close the cargo compartment few moments prior starting the engines; - unload the AVI-H without any delay. For animals (not pets), refer to Ground Operations Manual. 8.2.2.6.2 Human Remains (HUM) Non-cremated human remains shall be contained in a hermetically sealed inner coffin of lead or zinc inside a wooden coffin. The wooden coffin may be protected by outer packing and should be covered by canvas or tarpaulins in such a way that the nature of its contents is not apparent. Such human remains shall not be loaded in close proximity to food for human or animal consumption or edible materials, not close to the cockpit. NOTE. Mourning ceremonies on the apron should be avoided and embarkation and disembarkation of HUM shall be done out of sight of passengers. The Commander and the down-line stations shall be informed. 8.2.2.7 Positioning of Ground Equipment Diagrams illustrating the correct positioning of ground servicing equipment appear both in the aircraft AOM and in the Ground Operations Manual. 8.2.2.8 Operation of Aeroplane Doors 8.2.2.8.1 General Passenger and service doors may only be opened and closed by technical staff or crew members.
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8.2.2.8.2 Cabin Doors The passenger doors must never be opened from the outside when the red safety strip inside the cabin can be seen through the door window (not applicable in the Air Italy fleet). For arming and disarming operations, see paragraph next paragraph. After the door has been opened the staff concerned must ensure that the positioning of the passenger steps or jet-way has been completed and approval to disembark has been received from the ground personnel before crew members or passengers enter the passenger steps or jet-way. Passenger steps or jet-way and catering trucks must not be removed from the aircraft until the respective cabin door is either already closed or the cabin crew member is in the process of closing it. Doors operations in strong wind or heavy rainfalls see appropriate section of this chapter. The operations of doors should be done only when stairs or jet-way are in position. When passengers are on board, the positioning of safety straps or bars at the open door is not sufficient therefore doors with no stairs must be kept closed. 8.2.2.8.3 Arming and Disarming Cabin Doors Refer to CCM Part B for related procedures and communication between Flight Deck and Cabin Crews. 8.2.2.8.4 Compartment Doors Opening and closing the lower compartment doors shall be performed by loading staff only when they have been duly trained. It will always be the duty of the flight crews to check that the compartment doors have been closed and locked properly on completion of loading and before starting the engines. 8.2.2.8.5 Aircraft Handling in Strong Winds and/or Heavy Rain Falls For aircraft handling in winds exceeding 40 Kts (if winds exceed 65 Kts keep door closed), the following safety regulations shall be adhered to: A. weight first the forward part of the aeroplane so, in order to keep the nose wheels firmly on the ground, passengers shall embark/disembark through the forward cabin door only. When the aeroplane has the rear door(s) and the situation suggest to use it, it is better to board small groups of passengers (that means no more than 4/5) in the forward area, until the correct weight is reached before continuing to board in the standard way; B. during loading, the forward cargo compartment shall be loaded first; C. during unloading, the aft cargo compartment shall be unloaded first; D. after unloading the aircraft, all servicing equipment and passenger steps, not immediately needed, shall be removed from the aircraft to a distance of at least 5m and secured. Consideration should be given to parking the aircraft nose into wind loading more fuel to act on ballast and using extra wheel chocks. In case of heavy rain falling, any attempt should be made in order to reduce the possible water entering the aircraft. Refer also to O.M.part A Chapter 8.9 or O.M. part B for further information. 8.2.2.8.6 Cockpit reinforced doors operation On board of the aircraft equipped with reinforced cockpit doors, the following operations shall be applied. All Crewmembers will receive by special communication the entry code. This code must be considered classified and known by heart. 8.2 – GROUND HANDLING INSTRUCTIONS
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Cockpit door will be kept closed for all phases of flight, from “before engines start” to after “engines shutdown”, except where authorised entry is approved: In some countries ( i.e. USA and UK) the reinforced door must be kept closed before the first passenger is embarked until after the last passenger is disembarked. Emergency Key The emergency key will only be issued to the CAs in cases of system malfunction, and will only be used in the event of pilot incapacitation. Keypad and Selector Panel The keypad consists of 5 numeric and 1 enter buttons and 3 lights to indicate door locked, correct code entry, and door unlocked. If the correct code is entered on the keypad the amber light will illuminate and a series of chimes will indicate to the Flight deck someone is trying to gain entry. With the selector panel remaining in AUTO 30 seconds later the door will automatically unlock for 5 seconds. The Flight deck has the option to go immediately to UNLKD or DENY on the selector panel. See normal operations. Door Mechanism The door can be opened mechanically or electrically both from the Flight deck and cabin under certain circumstances. Under normal usage when the system is functioning normally the selector panel will be in the AUTO position the deadbolt will be withdrawn and the key will be stowed on the Flight deck. The door can be opened from the Flight deck by turning the latch manually or by selecting UNLKD on the selector panel. If issued the cabin can open the door with the emergency key (provided the deadbolt is not in position) If the correct code is entered on the keypad the chimes will sound and either the Flight deck can select UNLKD or after a time delay (30 seconds) the door will unlock, for 5 seconds, automatically. If DENY is selected the door will not open for 5 minutes (even if the correct code is entered) after this period the system will reset and a further attempt at access may be made. If the captain suspects any form of intrusion the NHP should apply the deadbolt thus making it impossible for anyone to enter the Flight deck. The system can be deactivated for turn-around, maintenance, system failure, and in the event of an emergency when the captain considers it necessary to have the door permanently open by selecting the guarded switch to OFF located on the chime module (left door frame on Flight deck). This deactivates the complete system however, the deadbolt can still be applied (manually). Normal Operation Every time the door is closed it will automatically lock if power is applied. During turn around the locking system should be deactivated by selecting the guarded switch to OFF on the chime module. No1 will contact the Flight Deck using the interphone at an appropriate time before take-off and before landing to confirm the cabin is secure. The interphone should be used to make initial contact between Flight deck and cabin and vice-versa. Before selecting the code on the keypad the cabin should make initial contact with interphone or a special security procedure decided by Air Italy and not reported in a written form for security reason. An oral procedure has to be established between the pilots and the chief cabin crew (AVR) to grant the access to the flight deck. This procedure is unique and will not be 8.2 – GROUND HANDLING INSTRUCTIONS
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written to avoid security branches, in case of airplane where video surveillance is installed, it should be considered on this procedure. The following procedures will apply for Entry to the flight deck (only in emergency): Cabin crew makes contact using interphone. At the cockpit door key in the entry code and press ENT. 2 chimes will be heard in the Flight deck, the amber light on the key pad will illuminate to show auto opening is in progress, and the AUTO UNLK light in the Flight deck will illuminate to show the correct code has been entered and after the 30 second delay the door will auto unlock. In the Flight deck a further 2 chimes will be heard after 10 seconds, and a continuous chime after 20 seconds for 10seconds. If no action has been made during this time the door will automatically unlock for 5 seconds. Before the 30 second auto opening delay period has expired the PM or other crew member should look through the peep hole and identify the crew member wishing to enter. Entry is effected by turning the latch handle manually or going to UNLKD on the selector panel. If it is not convenient for the PM to leave his seat then this should be communicated at the time of initial interphone contact. However, should the cabin crew enter the correct code and at that moment you decide it is not safe or convenient for the PM to leave his seat then the selector panel switch should be moved to DENY thus cancelling the auto open facility. Access will be denied for 5 minutes after which the code can be reentered. The auto opening of the door after 30 seconds should be considered for use only when pilot incapacitation is suspected. When there are only 2 crew on the Flight deck and one of them needs to leave a cabin crew member should enter the Flight deck before the pilot leaves. The FD will always have a minimum of 2 people. In this situation pilots should minimise the time they spend outside the Flight deck. If the jump seat is occupied by off duty personnel they may be substituted for the second crew member provided they are fully briefed. The pilot wishing to re-enter the Flight deck will use the same system as the cabin crew initially making contact on the interphone. MEL and Non Normal Procedures For the complete auto system or parts of it to be unserviceable refer to MEL. For entry to the Flight deck contact is made on the interphone and code is verbally passed to the Flight deck. The PM or other crew member checks the peep hole and manually opens the door with latch handle. When auto unlock is unserviceable it will be necessary to issue the emergency key to the No1. This should only be used in cases of suspected pilot incapacitation. i.e. when there is no response to repeated calls on the interphone. Note: The dead bolt must not be applied unless there is a known or suspected treat situation as this will deny access to the Flight deck in all circumstances. Decompression Hatches and Breakaway Panel The door is fitted with pressure sensors allowing the door to blow inwards in the event of a Flight deck decompression or 2 panels to open if there is a sudden loss of pressure in the cabin. A breakaway panel is fitted to the bottom of the door so that in the event of an emergency landing and the cabin floor is distorted the door can still be opened. Aircraft Emergencies In the event of an aircraft emergency and the captain decides he needs to communicate face to face with the No1 he can elect to UNLKD the door from the selector panel. He may 8.2 – GROUND HANDLING INSTRUCTIONS
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further decide to deactivate the system, for the duration of the emergency, by selecting the guarded switch to OFF on the chime module. 8.2.2.9 Safety on the Ramp 8.2.2.9.1 General Detailed instructions for ground personnel on all phases of the ground handling of aircraft and in respect of ramp safety procedures are contained in the Ground Operations Manual. Flight and Cabin Crew, and Commanders in particular, are expected to familiarise themselves with these instructions and with the information to be found in the relevant sections of the O.M., part B. In addition, the Flight Crew are expected to familiarise themselves with the information contained in the O.M., part C about parking and marshalling procedures in use at any aerodrome into which they are to operate. 8.2.2.9.2 Post Flight Marshalling If for any reason on arrival on the ramp there are no ground handling staff available, the Commander shall provide Cabin Crew for the safe marshalling of passengers while they remain airside. Commanders will not leave unattended aeroplane for any reason if disembarking and unloading operations are not ultimate. 8.2.2.10 Start-up, Ramp Departure and Arrival Procedures 8.2.2.10.1 General Start-up, ramp departure and arrival procedures must be done in accordance with O.M., part B and C. In addition to the above, it is Air Italy’s policy that either pilot may be PF. On those aircraft. not equipped with steering tiller on the right hand side, for the taxi phase, PF will be the Left hand seat pilot ( see Part B Normal Procedures) . Before taxiing (as well as before taking-off, landing and deemed necessary in the interest of safety), Commander must be sure that: - All exit and escape paths are not obstructed; - All equipment and baggage is properly secured; - All relevant emergency equipment remains easily accessible for immediate use. 8.2.2.10.2 Taxing Air Italy’s aircraft shall not be taxied unless the person at the controls is: A. a pilot qualified to do it; B. a engineer who has received instruction both in controlling the aircraft on the ground and in respect of aerodrome layout, routes, signs, markings, lights, ATC signals, procedures and phraseology and who is qualified to use the R/T; C. a person trained and qualified in the manner outlined in B above and who has been duly authorised by a designated agent of the Operator. When flight crew are taxing an aircraft, on two-crew aircraft there should always be a pilot qualified on the type in one seat plus a suitable person e.g. a pilot not necessarily qualified on the type, a flight engineer, or a ground staff member qualified in aircraft ground handling. When an aircraft is being towed or pushed by tractor, the responsibility of the Commander is limited to ensuring that the procedures for operating crew are correctly carried out. Avoidance of collision during these manoeuvres is the responsibility of the engineer in charge of the ground crew.
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However, operating crew should of course warn the engineer if they become aware of a potential hazard or if they receive instructions from ATC to halt the operation, but they should not take any other action unless requested to do so by the engineer. 8.2.2.11 Servicing of Aeroplanes Servicing must be done in accordance with O.M., part A, B, C and GOM. 8.2.2.12 Documents and Forms for Aeroplane Handling 8.2.2.12.1 General Documents an forms are used for legal purposes and are concerning either the aeroplane, the crew, the passengers and the cargo load. They are: General Declaration It is the main document for the aeroplane, crew, passengers and cargo. It must be done on request of the out-going and/or in-coming Authority. The General Declaration is usually done by the handling employers, but it can be done by the Commander if needed, as per O.M., part A, appendix section. The Declaration of Health (which is a document with the same characteristic of the General Declaration) is part of the General Declaration Passengers Manifest This is a list of the passengers’ name and it is used to check them upon departing and arriving. . It must be done on request of the out-going and/or in-coming Authority. Cargo Manifest This is the document certifying the cargo loaded on the aeroplane. It must be noted that the passengers’ baggage is not considered cargo load. . It must be done on request of the out-going and/or in-coming Authority. Other documents Depending on aeroplane transit/destination, the filling of other specific documents can be requested. 8.2.2.12.2 Information Retained on the Ground At least for duration of each flight or series of flights the following documents must be released to the ground operator: A. a copy of the operational Flight Plan in the OCC server; B. a copy of the relevant part(s) of the aeroplane technical log; C. a copy of the last up-date mass and balance documentation; D. a copy of Special Loads notification (if applicable). 8.2.2.12.3 Records to be filled At the end of the flight the Commander is responsible for the completion of the following flight records: Aircraft Technical Log Book; Pilot Voyage Report (at the end of the last flight); Cabin Defect log Book; Operational Flight Plan or Fuel Planning & Navigation /Computer Log with the signature to validate it; Engines Monitoring Log (if applicable); Cat II/III Approach Form.
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8.2.3 Procedures for the Refusal of Embarkation The aeroplane Commander has the statutory authority to refuse entry to his aeroplane of anyone whose presence in flight could represent a hazard to the safety of the aeroplane or its passengers. Such persons may include those suspected of being under the influence of alcohol or drugs to the extent that the safety of the aeroplane or its occupants is likely to be endangered or of suffering from any form of mental or physical illness which could put the remaining passengers at risk. In the case of known or declared illnesses, refer to proper paragraph within this chapter. In order to assist the Commander in the proper exercise of his authority, all company personnel engaged in passenger handling and loading, including other Crew members, handling agents and check-in personnel, should alert the Commander if at any time they consider that the condition of particular passengers could jeopardise the safety of a proposed flight. If difficulty is encountered in dealing with such passengers, particularly those who may require physical restraint, the assistance of the aerodrome, or local police should be requested. 8.2.3.1 Unruly Passengers 8.2.3.1.1 Classification Generally Unruly Passengers can be classified into the following main categories: - those who behave abusively or disruptive in a general sense; - those who repeatedly disregard the instructions of the crew; - those who strictly refuse to follow the company regulations (non-smoking, use of electronic equipment, etc); - intoxicated passengers (i.e. those who engage in excessive/problematic use of psychoactive substances like alcohol or drugs). 8.2.3.1.2 General Policy Unruly or drunken behaviour at check-in, at the gate, in lounges or on board the aircraft conflicts with Air Italy goal to be a safe and secure airline and lowers the level of customer satisfaction felt by other passengers. It also places additional and often unacceptable burdens on Crew Members and ground staff. As a general policy, therefore: - any physical or verbal assault by passengers on Air Italy employees will not be condoned; - any disorderly or drunken behaviour by passengers or any person on board Air Italy aircraft will not be condoned. - crews and ground staff should take reasonable steps to prevent disruptive and drunken behaviour and, where necessary, to deal with it as effectively as practicable including refusal of carriage of passengers who have the potential for creating disturbances on board the aircraft and who therefore could endanger the flight safety or any person. - Air Italy will assist and support Crew Members and ground staff who are required, after an incident, to give witness statements to the police or to appear in court proceedings when passengers are prosecuted. - To provide appropriate training to crew and ground staff in dealing with conflict and its aftermath. - To deny future carriage to abusive passengers who remain a threat to employees or the company. 8.2 – GROUND HANDLING INSTRUCTIONS
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The above policy can only effectively be implemented if all staff are fully aware of their rights and responsibilities, if they receive appropriate guidance and training and are provided with the necessary tools to enable them to carry out responsibilities. Prevention of a disturbance should be the main aim of any education programme and should be the concern to all staff who comes in contact with our customers. Special Policy Alcohol and Drugs. - General Drunken passengers are a danger to themselves and others when on board the aircraft, especially in the event of an emergency situation. It is the responsibility of passengers not to be drunk or get drunk on the aircraft. Air Italy has therefore established a policy in regard to drunken passengers (see page policy). - Boarding A passenger who boards an Air Italy aircraft when drunk conflicts with our goal to be a safe and secure airline and lowers the level of customer satisfaction felt by other passengers. General Conditions of Carriage entitle to refuse travel. Air Italy will therefore support all crews and ground staff who deny boarding to drunken passengers. - Passengers under the age of 16 Alcohol must never be served to any passenger under 16. This rule applies even when the child/young/adult is travelling with its parents or an adult and that parent or adult has requested that alcohol should be served. Air Italy will therefore support crews enforcing this rule. - Drunkenness on board the aircraft Often disruptive incidents and assaults on board are caused by excessive drinking. It is therefore important that crews should exercise discretion in serving alcohol to passengers who appear to be near the limits of drunkenness. If there is any doubt in the minds of Cabin Crew they should act on the side of caution and tactfully refuse to serve the passenger with more drinks. When in doubt, cabin staff should refer to the Commander for guidance and the Commander must be informed immediately if a passenger’s behaviour threatens flight safety or the safety of other passengers or the crew. - Removal of drink The crew may, at the absolute discretion of the Commander, remove alcohol (including the passengers duty free) for safe custody. This should only be done where safety would be compromised if the passenger retained the alcohol and any duty free must be returned when the passenger leaves the aircraft. - Drugs The use of drugs is not allowed on board of Air Italy’s aeroplanes. It must be kept in mind, however, that safety of passengers, crew and aeroplane itself is the main important thing. - No alcohol in the cockpit Alcohol must never be taken into the cockpit except in a sealed bottle. 8.2.3.1.3 Legal Aspects A General Conditions of Carriage of Passengers and Baggage Commander may refuse carriage or onward carriage of any passenger if, in the exercise of his reasonable discretion, the Commander finds it necessary: for reasons of safety, or 8.2 – GROUND HANDLING INSTRUCTIONS
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in order to prevent violation of any applicable laws, regulations, or orders of any State or country to be flown from, into or over, or because the conduct, age, or mental or physical state of the passenger is such as to: - require special assistance of Air Italy, or - cause discomfort or make himself objectionable to other persons or to property, or - involve any hazard or risk to himself or to other persons or to property, or because the passenger has failed to observe the instructions of Air Italy. B Toky o Convention The Tokyo Convention comes into effect as soon as doors are closed. 1. The aircraft Commander may, when he has reasonable grounds to believe that a person: - has committed, or is about to commit, on board the aircraft, an offence, or - acts which, whether or not they are offences, may or do jeopardise the safety of the aircraft or of persons or property therein or which jeopardise good order and discipline on board. Impose upon such person reasonable measures including restraint, which are necessary: to protect the safety of the aircraft, or of persons or property therein, or to maintain good order and discipline on board, or to enable him to deliver such person to competent authorities or to disembark him in accordance with provisions of the Tokyo Convention. (see OM G.B. 10.1.) 2. The aircraft Commander may require or authorise the assistance of other Crew Members and may request or authorise, but not require, the assistance of passengers to restrain any person whom he is entitled to restrain. 3. Any Crew Member or passenger may also take reasonable preventive measures without such authorisation when he has reasonable grounds to believe that such action is immediately necessary to protect the safety of the aircraft, or persons or property therein. 4. The aircraft Commander may: - in so far as it is necessary for the purpose of the above Sub-paragraph, disembark in the territory of any State in which the aircraft lands any person who he has reasonable grounds to believe has committed, or is about to commit on board the aircraft an act contemplated in Sub-paragraph above. - deliver to the competent authorities of any Contracting State (Tokyo Convention) in the territory of which the aircraft lands any person who he has reasonable grounds to believe has committed on board the aircraft an act which, in his opinion, is a serious offence according to the penal law of Italy. Note: Under Italian law the Commander has the power to restrain a person only if the person becomes unruly after the external doors have been closed following embarkation. Therefore, if, when the aircraft is on the ground in Italy, a passenger is unruly, or shows that he is about to become unruly, before the doors have been closed, the Commander has no special powers to restrain the passenger. However, the 8.2 – GROUND HANDLING INSTRUCTIONS
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passenger may of course be disembarked at that airport. If the passenger refuses to leave the aircraft, the Commander should not use force but should call for police assistance to have the passenger removed. If the offence were to take place on an Italian controlled aircraft before the doors were closed while the aircraft was at a foreign airport, the Commander would similarly almost certainly have the Power to disembark the passenger. 8.2.3.1.4 Assault by Passenger on Crew Members In the event that a Crew Member is physically or verbally assaulted by a passenger, he/she should: - complete the Passenger Disturbance Report(PDR); - report the assault to the Commander who will request for Police/Security to meet the aircraft on arrival; - refer the matter to Police/Security to meet the aircraft; - initiate legal procedures. Sometimes the Police/Security Authorities may not wish to take legal action against the offender. Crew desiring to institute legal proceedings should initiate the following course of action: - lodge a police report immediately after incident and, if possible, obtain copy of the report;. - The Commander should act as the company’s representative and accompany the Crew Member to assist in filing the report. The Senior Cabin Crew should be present if any Cabin Crew member is involved; - at stations abroad, the Station Manager or a Senior member of his staff will assist the Commander and the Crew Member involved in their dealings with the Police and/or local authorities;. - Inform Security via the Operations’ Room immediately, if necessary by Acars , Telex, Fax, Phone. Security will advise the F.O.P.H., who will then take the proper actions to assist the crew member in the proceedings, assuring Legal Assistance if necessary. Besides criminal proceedings, it is open to the employee to pursue a civil action for the assault. 8.2.3.1.5 Handling Procedures for Unruly Passengers A Pre-Flight During pre-flight, several possibilities exist for staff to recognise the potential troublemaker. These include check-in, the lounges and the boarding gate. Given the emphasis during this phase on “prevention” training is being provided to ground staff in ways to avoid or prevent a violent situation so that it will not be transferred to in-flight. Initial action to refuse carriage will normally be taken by the Duty Manager, or the Senior staff member present, who must exercise discretion whether to: - exclude the unruly passenger from the flight and make a record in the daily log and advice Security immediately. - confer with the Commander to decide on the appropriate course of action if allowing the passenger to travel is being considered and inform Security accordingly. Station Managers have clear guidelines on the correct procedure to be followed when this course of action is considered appropriate. Once a passenger has been identified as a potential troublemaker, and the decision is made not to refuse carriage, the Senior Cabin Crew must be informed so that special attention can be given. B In-Flight Cockpit Crew. 8.2 – GROUND HANDLING INSTRUCTIONS
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Aircraft Commanders should be thoroughly familiar with the powers bestowed on them by the Tokyo-Convention and these powers should be exercised whenever warranted. The company will give the Commander full backing anytime these powers are legally used. Anytime the Commander considers that a passenger’s behaviour jeopardises the safety of the aircraft or persons on board, he should decide on necessary actions. The Commander should, as early as possible after incident, communicate to OCC his decision and action taken. OCC will inform the FOPH, the Duty Officer Security and the Station Manager at station of arrival. Early communication of the Commander’s decision is essential to allow competent personnel to determine the best course of action when aircraft lands. A Passenger Disturbance Report form the basis of a formal complaint on arrival and a copy shall be handed over to the authorities. Cabin Crew If at any time, a Cabin Crew notices unusual behaviour on the part of a passenger, the Senior Cabin Crew must be advised. If a passenger’s behaviour result from the non-observance of a legal requirement, than the Senior Cabin Crew is to clearly advise the passenger of the regulation. The passenger is to be left in no doubt as to legal requirements if this exists. Act according the following levels, after discussion with the Commander: - The Commander should be informed whenever possible before any action is taken with problem passengers in the cabin and kept informed of all developments; - Verbal warning to passenger (same wording as on written notice to passenger); - Complete a Disturbance Report. Remember Commander’s signature. - The authorities will be called to meet the passenger at the arrival station for positive identification of the passenger. C Arrival Post Flight – Ground Services/Security The support that can be expected from ground services and security staff at the arrival station will depend on local set-up. Advice on what assistance to expect at each station must be made available to Commanders immediately. Some situations could be judged by the Commander to be serious but may not warrant a formal complaint to local authorities. However, the mater shall be reported to the Flight Operations’ Department to follow up action either verbal or in the form of a letter to the customer considered. D Written Statements The Senior Crew Member should obtain statements or whatever evidence from other passengers about the incident. Details of witness names and addresses should be noted. Other details which will be useful to the Police will be aircraft registration, Commander’s name, aircraft position and time of incident, name, nationality (if available) and details of the journey of the unruly person (appropriate Form in Appendix C). Notify destination station and Security immediately. The Commander should notify the station of arrival as well as Ops Room of the situation on board, requesting for the Police and an Air Italy representative to meet the aircraft on arrival. E Additional Consideration Signatory countries to the Tokyo-Convention are obliged to take custody of such passengers. The Commander has the obligation to deliver evidence and information to the authorities at the point of landing. The Commander, any Crew member and any passenger are relieved from responsibility in any proceeding for necessary and reasonable action taken in accordance with the Tokyo-Convention. Measures which are 8.2 – GROUND HANDLING INSTRUCTIONS
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unnecessary for the purposes outlined, will not entail immunity. Under the law, a physical or verbal assault can only take place against an individual, not against a corporation. This is the reason why a Crew member must report and initiate legal action. A Crew member, who has been assaulted, has the right to file an individual civil or criminal complaint against the offender or offenders. However, utmost consideration must be given to the possible consequences before initiating any complaint. Assistance is available beforehand through Security and the Legal Personnel. F Procedures on Ground (Hand-over to Police) Upon arrival, the Commander shall make a Public Announcement, requesting all passengers to remain seated. The Senior Cabin Crew will co-ordinate with the Commander to identify the unruly passenger to the authorities. Air Italy ground staff are to ensure that Police/Security personnel meet the aircraft on arrival. When Police assistance arrives at the aircraft, the Commander should communicate with them using a form of words which approximates the following: “It is alleged that an incident has occurred on this flight, threatening the safety (or good order and discipline) of the flight and I wish you to investigate it. The following persons were present at the incident”… The Commander should make a Police report and also make available to the Police the written notes and details from witnesses. It must be noted that whenever law enforcement officers are called to meet the flight, written statements will be taken on arrival and crew may be interviewed. If the incident had occurred and been reported outside Italy, it must be reported by the Commander to Security immediately. A violent or unruly passenger may be disembarked in any country where the aircraft lands: irrespective of whether the passenger is a Foreign or Italian. However, the Commander must report any disembarkation and the reason of it: - to the appropriate authority in the country of disembarkation and, - to the appropriate diplomatic or consular office of the passenger concerned (if nationality is known) and Italian diplomatic or consular office. If the Commander, having taken all reasonable steps, is unable to make the report, then Senior member of the Air Italy ground staff should be asked to ensure that the report is made. If the Commander believes the passenger has committed a serious offence under the law in force in Italy, he may deliver that person and give notice before or as soon as reasonable after landing, of the delivery and the reason for it: - in Italy to a Police Officer of the airport police or in any other country which is a Tokyo-Convention country to an officer having similar functions. - in either case to the appropriate diplomatic or consular office of the country of nationality of that person (if known). A Passenger Disturbance Report must be completed (see Annex C). 8.2.3.1.6 Ground Procedures for Handling of Unruly Passengers Under Air Italy’s conditions of carriage, the carrier may refuse carriage of any passenger for reasons of safety or if, in the exercise of its reasonable discretion, the carrier determines the conduct or physical state of the passenger is such as to: - cause discomfort or make himself/herself objectionable to other persons or to property, or - involve any hazard or risk to himself/herself or to other persons or to property. A Check-in/Boarding During check-in or in the lounge or at the boarding gate the following procedures must be observed: 8.2 – GROUND HANDLING INSTRUCTIONS
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Staff shall report any observation of unusual passenger behaviour at check-in, in the lounges or at the boarding gate to the Superior. The baggage of such passenger must be checked in on standby basis. The baggage of a transfer passenger with unusual behaviour shall be put on stand by as well. The Superior is to approach the passenger and assess the situation and if in his/her opinion the passenger is unfit for travel, inform the duty Manager or Station Senior. The Duty Manager or Station Senior is empowered to exclude any passenger from the flight in accordance with the company’s conditions of carriage and his/her action will be fully supported by the Management. Should a passenger be excluded from the flight, the following procedures must be observed: - Local authority should be informed to stand-by at the counter or boarding gate, if necessary. - If a passenger is offloaded, the passenger’s baggage must be offloaded and amendment made to the check–in records and relevant on-board documents. - Return uplifted tickets and airport tax (if applicable) to the passenger. - If necessary, assist the passenger to clear airport formalities. - If necessary, assist in hotel accommodation or transportation for the passenger and ensure any expenses are put on the passenger’s own account. - Send a potential complaint report to Security for follow up action and record the case in the station log with specific details of the passenger’s state, i.e. intoxicated, general abuse, etc. If the Duty Manager or Station Senior accepts the passenger for travel, the following procedures must be observed: - confer with the Aircraft Commander to decide for his final decision on the appropriate course of action; - the case should be recorded in the station log with specific details of the passenger’s state for further reference; - security to be informed accordingly. B After Boarding If the passenger is to be offloaded after boarding, the following procedures must be observed: the Commander will inform the ground staff or Duty Manager; the Duty Manager is to notify the local authority to stand-by at the gate, if necessary, to offload the passenger; offload passenger’s baggage and amendment is to be made to the check-in records and the relevant onboard documents; return uplifted tickets and airport tax (if applicable) to the passenger; if necessary assist passenger to clear airport formalities; if necessary, assist in hotel accommodation or transportation for the passenger. Expenses are on passenger’s own account. send a potential complaint report to Security by telex for follow up action and the case should be recorded in the station log with specific details of passenger’s state, i.e. intoxicated, general abuse, etc. C Arrival If during flight an unruly passenger is identified and action is necessary at the airport of arrival, the following procedures must be observed: 8.2 – GROUND HANDLING INSTRUCTIONS
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the Commander will inform OPS, Duty Officer Security and the concerning station of arrival for the course of action to be undertaken on arrival. the Duty Manager or Station Senior is to notify the local authority to stand-by on arrival at aircraft-side. retrieve and return baggage to the passenger, if she/he is being detained by the local authority. Inform the Italian Embassy or Consular office and of the respective passenger’s nationality. if necessary, assist in hotel accommodation or transportation for the passenger and ensure that any expenses are on the passenger’s own account. Send a potential complaint report to Security by telex for follow up action and record the case in the station log with specific of the passenger’s state, i.e. intoxicated, general abuse, etc. 8.2.3.1.7 Passenger Disturbance Report A Level 1, 2 and 3 definitions LEVEL 1 Passenger received a verbal warning because of disturbing behaviour. Passenger stops disturbance – no other action needed. LEVEL 2 Passenger behaviour becomes illegal. The Senior Cabin Attendant fills out the Level 2 part of the disturbance report and the tear off part from the bottom is handed to the passenger (check report language). Remember Commander’s signature. LEVEL 3 Passenger stills continuous illegal behaviour. The Senior Cabin Attendant fills out the Level 3 part of the disturbance report. The authorities will be called to meet the passenger at the end of the flight for a positive identification of the passenger. B Distribution Original to Passenger Copy to Authorities Copy to Security via Co-mail Copy to Station line Copy to Crew Member C Storage The passenger Disturbance Report Form (PDR, reported in the Appendix section) is to be found in the Form Folder in the Cockpit. 8.2.4 De-icing and Anti-icing on the Ground 8.2.4.1 Responsibilities Is Air Italy policy to strictly adhere to the “Clean Aircraft Concept” (see definitions below).A Commander will not take-off if there is any frost, ice or snow adhering to any of the critical surface of the aircraft. A Commander will not commence a flight nor intentionally fly into expected or actual icing conditions unless the aeroplane is certified and equipped to cope with such conditions. Air Italy’s aircraft are equipped to operate in icing conditions as for EU OPS 1.675. Flight crew, should icing conditions being encountered during flight, apply the procedures and limitations reported in OPS Manual part B (FCOM).
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8.2.4.2 General The information and guidance in this section is an outline of the general precautions which must be taken during operation in cold weather conditions. Specifically, Company operated aircraft are to be de-iced and anti-iced in accordance with the procedures defined and listed in the AOM and Maintenance Manuals. It is expected pilots will familiarise themselves with the contents of this section of this Manual and with the relevant sections of the OM Part B and C (AOM and Route Manual). Pilots must be aware that any deposit of frost, ice, snow or slush on the external surfaces of an aeroplane may drastically affect its flying qualities because of reduced aerodynamic lift, increased drag, modified stability and control characteristics. Furthermore, freezing deposits may cause moving parts, such as elevators, ailerons, flap actuating mechanism etc., to jam and create a potentially hazardous condition. Propeller/engine/APU/ systems performance may deteriorate due to the presence of frozen contaminants to blades, intakes and components. Also, engine operation may be seriously affected by the ingestion of snow or ice, thereby causing engine stall or compressor damage. In addition, ice/frost may form on certain external surfaces (e.g. wing upper and lower surfaces, etc.) due to the effects of cold fuel/structures, even in ambient temperatures well above 0°C 8.2.4.3 Icing Conditions Icing conditions exist when: On ground: A. the OAT on the ground 10 °C (50°F) or below; and B. visible moisture in any form is present (such as clouds, fog with visibility of one statute mile or less, rain, snow, sleet, ice crystals) or there is standing water, slush, ice or snow on the ramp, taxiways or runways. In flight: A. the TAT is 10 °C (50°F) or below and B. visible moisture in any form is present (such as clouds, fog with visibility of one statute mile or less, rain, snow, sleet, ice crystals) 8.2.4.4 Ground Precautions Operations Manual, part B and C, (AOM and Route Manual) reports information about this topic and must be known in order to have a better understanding of the subject. The commander is responsible to ensure that all frost, ice and snow is removed from the critical surface prior to flight. Care must be taken to clear any snow or slush, from control surface shroud gaps, balance panel areas, engine and turbo-compressor inlets, wheel wells and static ports. If snow in these areas melts, subsequent freezing can interfere with their functions, particularly control surface movements. If there is any doubt a close inspection should be made, using a ladder if necessary followed by a full control check. Frost, ice and snow must be removed from critical surfaces including the engine intake. When Take-Off is delayed the Commander must verify that the surfaces remain free of further deposits. It is possible for tyres to retain enough heat to melt snow or ice on the ramp which then refreezes in a short period of time. When a tyre is frozen to the ramp enough distortion can take place to break the seal at the rim and cause partial deflation of the tyre. After de-icing, the Commander is responsible for and must verify that the aircraft is free of snow or ice contamination, before start up or push back. 8.2 – GROUND HANDLING INSTRUCTIONS
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When frozen precipitation is falling, de icing should take place so that the time between the de-icing and takeoff is kept to a minimum never exceeding the Hold Over time (see below and appendix section). The critical surfaces must be free of contamination at the time of take off. If because of long taxi times or other delays to departure, the critical surfaces cannot be assumed to clean, they must be inspected. If necessary a return to the ramp should be made in order to do so. If conditions warrant it, the departure should be delayed until conditions improve. During taxi in icing conditions, engine anti-icing should be used as prescribed in the AOM. Taxing close behind another aircraft should be avoided as this may cause adherence of ice on the wing leading edges and engines. At en-route stops where no fuel has been uplifted, the temperature of the fuel remaining in the tanks is often below the freezing temperature of water. If it is raining, water can run down the underside of the wing and will freeze in the area of the fuel tanks. A considerable thickness of ice may form in this manner and may require removal before departure. Dripping water or liquids from water supply systems, toilets, blocked drains or vents may freeze on the ground or in the air. Pilots should be alert on this problem and during preflight inspection should check closely for dripping, leakage, ice built-up and blocked drains or vents. Therefore all this area must be checked and verified clear of any kind of contamination 8.2.4.5 Definitions and procedures 8.2.4.5.1 Contamination Contamination in this context is understood as all forms of frozen or semi-frozen moisture such as frost, snow, slush, or ice. 8.2.4.5.2 Contamination check Check of aeroplane for contamination to establish the need for de-icing. 8.2.4.5.3 Hoarfrost A rough white deposit of crystalline appearance formed at temperatures below freezing point, it usually occurs on exposed surfaces on a cold cloudless night. It frequently melts after sunrise. If it does not, an approved de-icing fluid should be applied in sufficient quantities to remove the deposit. Generally, hear frost cannot be cleared by brushing alone. 8.2.4.5.4 Thin Hoarfrost Thin hoarfrost is a uniform white deposit of fine crystalline texture, which usually occurs on exposed surfaces on a cold and cloudless night, and which is thin enough to distinguish surface features underneath, such as paint lines, marking or lettering. 8.2.4.5.5 Rime A rough white covering of ice deposited from fog at temperatures below freezing point. As the fog usually consists of super-cooled water drops, which only solidify on contact with solid object, rime may form only on the windward side or edges and not on the surfaces. It can generally be removed by brushing, but when surfaces as well as edges are covered it will be necessary to use an approved de-icing fluid. 8.2.4.5.6 Glaze Ice or Rain Ice A smooth coating of clear ice formed when the temperature is below freezing point and freezing rain contacts a solid surface - can only be removed by de-icing fluid. 8.2 – GROUND HANDLING INSTRUCTIONS
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Hard or sharp tools should not be used to scrape or chip the ice off as this can result in damage to the aircraft. 8.2.4.5.7 Clear Ice A coating of ice, generally clear and smooth, but with some air pockets. It forms on exposed objects, the temperature of which are at, below or slightly above the freezing temperature, by the freezing of super-cooled drizzle, droplets or raindrops. 8.2.4.5.8 Snow Dry Snow (normally experienced when temperatures are below freezing) can be brushed off easily whilst Wet Snow (normally experienced in temperatures above freezing) is more difficult to remove. Attempts to brush off wet snow are normally not entirely effective so deicing fluid is almost always used in this situations De-icing or anti-icing fluid may become diluted if precipitations continues to fall after the spry procedure. Hold over charts should be consulted and if there is any doubt about the effectiveness of the fluid the take off should be delayed nand the critical surfaces de-iced and/or anti-iced, as applicable. 8.2.4.5.9 Removal of Frost, Ice or Snow Both types of snow can be removed from the fuselage of a large aircraft by using a long soft rope with a man at each end see-sawing the rope along. This should be done before the aircraft interior is heated to avoid the possibility of melting snow re-freezing as it runs down the side of the fuselage. Snow can also be removed from the wings and tail plane by using long handled brooms but, whenever possible, the direction of brushing should be away from control gaps and hinges to prevent snow packing into these areas. It is emphasised that it is not sufficient to treat the control surfaces only. Control of the aircraft may be seriously affected by any residual irregularities on partially cleared surfaces or by any lack of symmetry if some parts are thoroughly cleared and others not. The fuselage, wings and tail-plane should therefore be treated as well as the control surfaces. 8.2.4.6 CLEAN AIRCRAFT concept The clean aircraft concept means no snow, frost, ice or any kind of contamination on any critical aircraft surface of the aircraft. This include: the wings, control surfaces, rotors and fan blade, propellers (if applicable), horizontal stabilizers, or any other stabilizing surface of the aircraft (in case of a rear mounted engine, includes the upper surface of the aircraft) also vents, probe, landing gear, antennas and all cavities. 8.2.4.7 De-Icing/Anti-Icing The most common de-icing technique uses FPD (Freezing Point Depressant) fluids - all are of the Ethylene Glycol family - to aid the de-icing process and to provide a protective film of FPD to delay formations of frost, snow or ice. Because of the many variables involved, quantitative judgements of the time available between the ground de-icing process and Take-Off cannot be reliably made. It should be noted that pure glycol will freeze at warmer temperatures than when mixed with water. Pure glycol should therefore not be used in non-precipitation conditions. Either hot or cold FPD fluids are acceptable. Heated fluids are more effective in the de-icing process. Unheated fluids generally have a longer effectiveness when used for anti-icing purposes. Once it has been determined through pre-flight inspection that the aircraft is clean and adequately protected, Take-Off should be performed as soon as possible. This is 8.2 – GROUND HANDLING INSTRUCTIONS
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particularly important in conditions of precipitation or high relative humidity. Just prior to Take-Off, a visual pre Take-Off inspection should be made by the flight crew, and a decision whether or not to take off made by the Commander. To summarize “Anti-Icing” is a precautionary procedure that provides protection against the formation of frost or ice and the accumulation of snow on treated surfaces of an aircraft for a period of time; while "De-Icing" - is a procedure by which frost, ice, or snow is removed from the critical surfaces of an aircraft in order to render them free of contamination. During the entire procedure the Flight Deck Crew must remain in two way communication with the AEY tech. personnel or approved personnel on outstation base. The Flight Crew must report to the ground personnel the completion of the check before the de/anti – icing procedure. Then the ground personnel is responsible for checking the progress of the operations and that at the end all surface are clear of any contamination. THE CLEAN AIRCRAFT CONCEPT IS ESSENTIAL. 8.2.4.7.1 Fluid Types Type I de-icing fluids have a glycol base with corrosion inhibitors. Certain de-icing fluids (Type II) in common use contain thickeners. When these fluids are applied concentrated and unheated for anti-icing purposes, a film of the fluid remains on the treated surface. 8.2.4.8 Pre-flight checks The commander of the aircraft is responsible to perform following checks, personally or delegated to the approved personnel*. A check of the aircraft during the pre-flight walk-around to determine if de/anti-icing is required Immediately following the de/anti-icing procedure a check of the aircraft critical surface is required to ensure that de/anti-icing process was effective. Normally this check is performed by the approved tech personnel that must report the result of the inspection via intercom to the commander. Immediately prior to take-off an inspection is required to ensure the critical surfaces remain free of contamination. Flight crew makes this check from the inside of the aircraft. Before performing the check the Wing Lights must be turned on if the operations are performed from sunset to sunrise. Particular care must be placed in observing the wing upper surface, leading edge and trailing edge area completely clear of any contamination. If anti-icing has been performed must also be verified the presence of the anti-icing fluid on the wing. A special check for the presence of clear ice caused by freezing rain or drizzle and/or cold-soaked fuel in the wing tanks, may be required during rain or high humidity conditions. This check should be performed by running a bare hand over the critical surface *These inspection can be performed by following personnel: 1. Pilot in command 2. A flight crew member of the aircraft who is designated by the pilot in command and with qualifications by the AEY tech and QAS dept. 3. A certified AEY tech personnel 4. A certified tech of other organization approved by applicable Authority. Al this personnel must have successfully completed the surface contamination program as reported on OM Part D.
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8.2.4.8.1 Procedures for Cabin Crew Anytime before commencing the take off run, a crew member of an aircraft observes that there is frost, ice or snow adhering to the wing of the aircraft, the cabin crew must immediately report that observation to the pilot in command, and the pilot in command or a flight crew member designated by the pilot in command must inspect the wings of the aircraft before takeoff. If any doubt arise a new Anti/de-icing treatment is required. This procedure is not intended as a substitute of the pre-flight check in the paragraph above. 8.2.4.8.2 Fluid Types use Refer Appendix B1 8.2.4.8.3 Fluids Applied Cold The fluids listed below are applied cold and are intended mainly for removing light deposits of frost and ice from underwing areas. On occasions when the fluids detailed above are not available, the fluids mentioned below may also be used in an emergency for cold de-icing: A. Kilfrost R328; B. Aeroshell Compound 7; C. BP Aero De-icing 2; D. Esso DTD 406A; E. Any other available fluid to specification DTD 406A. CAUTION. These alternative type II fluids are inflammable Engines must not be running and the APU must be switched off if spraying surfaces other than the under-surfaces of the wings. Before restarting, removal any residual De-icing fluid from the vicinity of the APU, paying particular attention to inlet and exhaust areas. When applied cold these fluids are effective in removing deposits of frost, ice or snow. However, minimal protection against re-freezing is provided and a visual check is required immediately prior to Take-Off. No De-icing fluid other than those listed above may be used without the prior approval of the Chief Engineer. 8.2.4.8.4 Precautions when De-Icing A. any trace of compound on flight deck windows must be removed prior to departure, particular attention being paid to windows fitted with wipers (Kilfrost ABC can be removed by rinsing with clean water or WWF de-icing fluid and a soft cloth). Do not use windscreen wipers for this purpose. In addition, any forward area from which compound may blow back onto windscreens during taxi and Take-Off must be clean prior to departure; B. all doors and windows must be closed to prevent interiors and upholstery becoming soiled; C. undercarriage and wheel-bays must be kept free from build up of slush or ice; D. when sweeping ice, snow or slush from aircraft surfaces, care must be taken to prevent it entering and accumulating in auxiliary intakes or control surface hinge areas. Therefore, snow should be swept from wings and stabiliser surfaces FORWARD towards the leading edge, and from ailerons and elevators BACK towards the trailing edge; E. all reasonable precautions must be taken to minimise fluid entry into engines and other intakes; 8.2 – GROUND HANDLING INSTRUCTIONS
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engines may be running during de-icing operations (assuming fluids from the alternative list above are not used) but must be slow-running and in the case of the APU, the APU bleed air selected off; G. de-icing fluid must not be directed into the orifices of pitot heads, static vents or directly onto airstream direction detector probes/angle of airflow sensors; H. de-icing solution should not be sprayed directly onto hot brakes, wheels, exhaust stacks or thrust reversers; I. the aircraft must be sprayed symmetrically. That is, both wings and tailplanes must be treated and not one side only; J. on vertical surfaces spraying should start at the top to allow the fluid to run down the surface. When de-icing the fuselage a wide angle spray should be used to reduce splash off and to cover a large area with each sweep; K. fluids should not be directed onto windows as some formulations can cause crazing of acrylics or penetrate the window sealing; L. care should be taken during push back and start up procedures that engines are not started in such a position that snow can be blown onto adjacent aircraft or can be blown onto the aircraft by other aircraft manoeuvring in the vicinity; CAUTION. Under freezing fog conditions, it is necessary for the rear side of the fan blades to be checked for ice build up prior to start up. Any deposits discovered are to be removed by directing air from a low flow hot air source such as a cabin heating unit onto the affected area. WARNING. Under certain meteorological conditions de-icing and/or anti-icing procedures may be ineffective in providing sufficient protection for continued operations. Examples of these conditions are freezing rain, ice pellets and hail, heavy snow, high wind velocity, fast dropping OAT or any time when freezing precipitation with high water content is present. No Holdover Time Guidelines exist for these conditions. A visual inspection prior take off is required, if any doubt arise its Commander responsibility to delay the flight until this meteorological conditions does not exist anymore. 8.2.4.9 Hold Over Times (HOT) Holdover time is the estimated time for which anti-icing will prevent rime, ice or snow from forming or accumulating on the surfaces of the aircraft under average weather conditions. In view of the many variables involved, extreme caution must be used. Estimates of hold-over time under various conditions are given in the Appendix section. These are guidance only and should be considered as maximum reliable times in the conditions given. Always bearing in mind that the Hold Over time tables give two value, a minimum and a maximum. After the minimum time is expired, if a precipitation conditions exist a visual inspection from the flight deck (wiper and windshield) is not sufficient anymore, visual inspection as detailed in 8.2.4.5.10 must be performed provided the maximum time is not expired. For further detail regarding the HOT refer to Appendix section of this manual. 8.2.4.9.1 Hot Water De-icing Hot water de-icing (HWD) is now available for use at some airports. Using this process, deposits of snow and ice on aircraft are removed by the use of hot water only, i.e. the water is not mixed with the freezing point depressant. When all ice is removed the aircraft is then given an overspray of 50/50 water glycol as an anti-ice precaution. The advantages of HWD over the traditional use of waterlglycol mixtures are: 8.2 – GROUND HANDLING INSTRUCTIONS
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A. decreased wash-out of aircraft lubricants and therefore less corrosion; B. improved working conditions for ground staff; C. reduced adverse impact on the environment. D. Furthermore, water has the advantage of slightly higher specific heat. That is, pure water will contain and deliver per unit of weight more heat than would a water/glycol mixture of the same temperature. 8.2.4.10 Responsibility 8.2.4.10.1 Maintenance The maintenance person responsible for dispatching the aircraft is responsible for ensuring that Operator de-icing/anti-icing procedures have been properly and fully applied prior to dispatch of the aircraft. The Commander, by-the-way, has the ultimate responsibility for determining that his aircraft is in a condition for safe flight and releasing the aircraft for service shall be satisfied that correct and complete de-icing/anti-icing has taken place and that the aircraft is fit for flight. When the Certifying Staff in available, he is responsible for all the formality that must be done. Whenever Certifying Staff is not available or cannot be present at the de-icing procedure, the Commander upon confirmation from Handling Company or through his own verification that the de-icing has been performed, will make sure that all the formality has been done. If the aircraft is not free from ice and snow, the Captain shall determine the requirements for de-icing and antiicing, based on the holdover times and outside temperature. 8.2.4.10.2 Commander The authority to decide whether de-/anti-icing of the aeroplane is necessary lies with the Commander. He determines the necessity for removal of frost, slush, snow or ice and orders the de-icing equipment via TEC or through the responsible ground staff. The Commander decides which aeroplane parts have to be de-/anti-iced, e.g. wings only, wings and tail or the complete aeroplane. He is responsible for calculating the Hold-OverTime (HOT) base on: HOT tables; actual weather conditions; applied type and mixture ratio of de-/anti-icing fluid. The decision regarding aeroplane acceptance after de-/anti-icing treatment rests with the Commander. He takes responsibility for the airworthiness of the aeroplane after confirmed completion of aeroplane de-/anti-icing. When the de-/anti-icing procedures is clearly required station manager and/or station engineer may decide to start the de-/anti-icing treatment. 8.2.4.10.3 Station Manager The station manager is responsible for the availability of personnel equipment and fluids. All action in connection with de-/anti-icing shall be co-ordinated with the station engineer and the flight crew. 8.2.4.10.4 Ground Staff The ground staff is responsible for the correct de-/anti-icing of the aeroplane. This must be performed according to Commander’s instruction and the regulations published in the maintenance manual and in this Sub-section. The person responsible for the final check after de-icing is the station engineer, the station manager or a person designated by the handling agent.
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It is the responsibility of the spray operator or the authorised person releasing the aeroplane that the Commander be correctly informed regarding the performed de-/antiicing treatment. The communication of the anti-icing code to the Flight Crew confirms, that the check after de-icing/anti-icing was completed and the aircraft critical parts are free of ice, frost snow and slush. The de-/anti-icing procedure form shall be filled and presented to the Commander. One entry on TEC LOG is required and one page left on the ground. Note if deicing needs to be completed after doors have been closed, report on the TLB the expected starting time of the procedure and leave the page on ground, than complete the procedure according to TLB filling instruction on field n° 34 note 2. 8.2.4.10.5 Communications It is stressed that a good communication between Flight Crew and Ground Staff during all phases of de/anti – icing procedures is essential : Before aircraft treatment When aircraft is to be treated with the Flight Crew on board, the Flight and Ground Staff shall confirm the fluid to be used, the extent of treatment required, and any aircraft type specific procedure to be used. Any other information needed to apply the HOT tables must be exchanged. Use of anti-icing code As anti-icing code, has to be intended a code that univocally provides indication of the treatment the aircraft has received. This code provides the Flight Crew with the minimum details necessary to estimate a holdover time (HOT) and confirms that the aircraft is free of contamination. The procedures for releasing the aeroplane after the treatment should therefore provide the Commander with the anti-icing code. Examples - anti-icing Codes to be used (i) ”Type I“ at (start time) – To be used if anti-icing treatment has been performed with a Type I fluid; (ii) ”Type II/100“ at (start time) – To be used if anti-icing treatment has been performed with undiluted Type II fluid; (iii) ”Type II/75“ at (start time) – To be used if anti-icing treatment has been performed with a mixture of 75% Type II fluid and 25% water; (iv) ”Type IV/50“ at (start time) – To be used if anti-icing treatment has been performed with a mixture of 50% Type IV fluid and 50% water. Note 1: When a two-step de-icing/anti-icing operation has been carried out, the anti-icing Code is determined by the second step fluid. Fluid brand names may be included, if desired (see Appendix B.1). After Treatment Before reconfiguring or moving the aircraft, the Flight Crew shall ensure to receive a confirmation from the Ground Staff that all de-icing and/or anti-icing operations are successfully complete and that all personnel and equipment are clear of the aircraft. 8.2.4.10.6 Centralised De-icing Centralised de-icing facilities now exist at a number of airports. They are approved for use on Operator aircraft. In respect of the use of these facilities, the following procedures apply: A. pre-departure checks will be completed in their entirety except for de-icing; B. aircraft will proceed to the de-icing area. 8.2 – GROUND HANDLING INSTRUCTIONS
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Main engines will be kept at idling throughout the de-icing operation and APU air switched off; C. during de-icing all reasonable precautions will be taken to prevent de-icing fluid getting into the engines; D. the engineer in charge will ensure de-icing is completed and the «all clear» signal (thumbs up) will indicate to the Commander that the aircraft is fully de-iced and serviceable for Take-Off. For a centralised de-icing facility the following points should also be noted: windows need not be cleaned after de-icing; aircraft nose need not be cleaned after de-icing; covers and blanks must not be fitted; engine bleeds should be switched off; the flaps should not be operated; all windows and doors must be closed; the engines should be set and held at ground idle. 8.2.4.10.7 Aircraft De-iced Certification Engineer in charge of the de-icing facility is required to maintain a journal containing an individual certification by him for each aircraft that has been de-iced. This is completed prior to aircraft departure from the de-icing area, and shows aircraft registration, date and time. This certification also indicates that the correct materials and procedures have been used and followed during the de-icing operation. 8.2.4.10.8 Delayed Take-Off In the event of a delayed Take-Off or other special circumstances which might offset the de-icing clearance, it will continue to be the Commander's responsibility to call for such further protection as he considers necessary. If the Hold Over time is expired a new De/Anti-icing procedure must be performed, before that time is expired refer to the procedure detailed in 8.2.4.6 (Hold Over Times) 8.2.4.10.9 Passengers and cabin crew member information Before an aircraft is de-iced or anti-iced, the pilot in command of the aircraft will perform a P.A. (public address) informing the passengers and crew members about the procedure that is going to be performed 8.2.5 Airplane ground movement 8.2.5.1 Authority to taxi an aeroplane Is Air Italy policy that an aeroplane in his charge is not taxied on the movement area of an aerodrome by a person other than a flight crew member trained to do so (captain or in case of an airplane with nose wheel steering on the right side, co-pilot), unless that person, seated at the controls satisfy this requirement: Has been duly authorised by Air Italy and verified competent to; taxi the aeroplane; use the radio telephone; and has received instruction in respect of aerodrome layout, routes, signs, marking, lights, air traffic control signals and instructions, phraseology and procedures, and is able to conform to the operational standards required for safe aeroplane movement at the aerodrome.
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8.2.5.2 Push back and towing For push back and towing refer to the Ground Operation Manual for the instructions and limitations regarding the equipment while for “normal procedures” refer to OM Part B Vol 1.
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Index 8.3 Flight Procedures ........................................................................................................ 1 8.3.1 VFR/IFR Policy ........................................................................................................ 1 8.3.1.1 General.............................................................................................................. 1 8.3.1.2 Policy .................................................................................................................1 8.3.1.3 VMC Clearances................................................................................................ 1 8.3.1.4 Restrictions on Acceptance of VMC Clearances ............................................... 2 8.3.1.5 Visual Approaches............................................................................................. 2 8.3.1.6 Noise Abatement Procedures ............................................................................ 3 8.3.1.6.1 Take-off ........................................................................................................ 3 8.3.1.6.2 Approach and Landing ................................................................................. 3 8.3.1.6.3 Limitations of Noise Abatement Procedures. ............................................... 4 8.3.1.7 Commencement and Continuation of Approach ................................................ 4 8.3.1.7.1 General ........................................................................................................ 4 8.3.1.7.2 Required Airborne Navigation Equipment .................................................... 6 8.3.1.7.3 Co-pilot Landing restriction........................................................................... 6 8.3.1.8 Runway Incursion Prevention Procedures......................................................... 6 8.3.2 Navigation Procedures ............................................................................................ 7 8.3.2.1 Compliance with State Regulations ................................................................... 7 8.3.2.2 Principles ........................................................................................................... 7 8.3.2.3 Standard Navigation Procedures and Precautions ............................................ 7 8.3.2.3.1 Take-off and Climb ....................................................................................... 8 8.3.2.3.2 Positioning to Final Approach....................................................................... 8 8.3.2.3.3 Descent and Approach................................................................................. 8 8.3.2.3.4 Stabilised Approach ..................................................................................... 8 8.3.2.3.5 Threshold crossing height and touchdown zone .......................................... 9 8.3.2.3.6 Climb Gradient ............................................................................................. 9 8.3.2.4 Navigation aids .................................................................................................. 9 8.3.2.4.1 Selection criteria........................................................................................... 9 8.3.2.4.2 Coverage of navigation aids......................................................................... 9 8.3.2.4.3 Identification ............................................................................................... 10 8.3.2.4.4 Inconsistency ............................................................................................. 10 8.3.2.4.5 Inadequate navigation and approach aids.................................................. 10 8.3.2.4.6 Irregularities during the flight ...................................................................... 10 8.3.2.5 Reporting ......................................................................................................... 10 8.3.2.5.1 Position Reports......................................................................................... 10 8.3.2.5.2 Notification of Irregularities......................................................................... 11 8.3.2.6 Navigational Accuracy ..................................................................................... 11 8.3.2.7 Off-Airway Flights ............................................................................................ 11 8.3.2.8 Position Fixes .................................................................................................. 11 8.3.2.9 In-Flight Procedures ........................................................................................ 11 8.3.2.9.1 Minimum Navigation Requirements ........................................................... 11 8.3.2.9.2 Failed or Downgraded Equipment .............................................................. 12 8.3.2.10 MNPS / ETOPS Navigation ........................................................................... 12 8.3.2.10.1 Minimum Navigation Performance System (MNPS)................................. 12 8.3.2.10.2 Extended Twin Engine Operations (ETOPS) ........................................... 12 8.3.2.11 Polar Navigation (Air Italy is not authorized for polar navigation)................... 12 8.3.2.12 Reduced Vertical Separation Minimum (RVSM) ............................................ 12 8.3.2.12.1 Aircraft Equipment For RVSM Operations................................................ 13 8.3 – FLIGHT PROCEDURES
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8.3.2.12.2 Practices And Procedures for Flights in “RVSM” Area............................. 13 8.3.2.13 Procedures for RNAV Operations ................................................................. 13 8.3.2.13.1 RNP 1 (P-RNAV) Operations Procedures (Not Applicable to Air Italy) .... 13 8.3.2.14 In-flight Re-planning ...................................................................................... 16 8.3.2.14.1 Diversion.................................................................................................. 16 8.3.2.14.2 ATC Clearance ........................................................................................ 16 8.3.2.14.3 Cabin Crew and Passengers Information ................................................ 17 8.3.2.14.4 Notifying Company. ................................................................................. 17 8.3.2.14.5 Crew responsibility after landing. ............................................................. 17 8.3.2.15 Abnormal, Emergency or events of System Degradation procedures........... 17 8.3.2.15.1 Engine Failure ......................................................................................... 17 8.3.2.15.2 Uncontrollable Loss of Cabin Pressurisation ........................................... 18 8.3.3 Altimeter Setting Procedures ................................................................................ 18 8.3.3.1 Pressure Altimeters......................................................................................... 18 8.3.3.1.1 General Policy ........................................................................................... 18 8.3.3.1.2 Altimeter Setting Procedures ..................................................................... 18 8.3.3.1.3 Altimeter Discrepancies in Flight ............................................................... 18 8.3.3.2 Setting of radio altimeter. ................................................................................ 19 8.3.4 Altitude Alerting System Procedures..................................................................... 19 8.3.5 Ground Proximity Warning System (GPWS) Procedures...................................... 19 8.3.5.1 Deactivation .................................................................................................... 19 8.3.5.2 Activation ........................................................................................................ 19 8.3.6 Policy and Procedures for the use of TCAS/ACAS ............................................... 19 8.3.6.1 General ........................................................................................................... 19 8.3.6.2 Mode Selection ............................................................................................... 19 8.3.6.3 Operating Procedures ..................................................................................... 20 8.3.6.4 Reporting Requirement ................................................................................... 20 8.3.7 Policy and Procedures for In-flight Fuel Management.......................................... 20 8.3.7.1 General ........................................................................................................... 20 8.3.7.2 In-Flight Fuel Management Responsibilities ................................................... 20 8.3.7.3 Fuel Checks .................................................................................................... 20 8.3.7.4 Insufficient Fuel Remaining ............................................................................. 22 8.3.7.5 Priority and Emergency Fuel ........................................................................... 22 8.3.7.5.1 Priority Fuel ............................................................................................... 22 8.3.7.5.2 Emergency Fuel: Urgency Signal .............................................................. 22 8.3.7.5.3 Emergency Fuel: Distress Signal............................................................... 22 8.3.7.6 Fuel System Handling ..................................................................................... 22 8.3.7.7 Post Flight ....................................................................................................... 23 8.3.8 Adverse and Potentially Hazardous Atmospheric Conditions ............................... 23 8.3.8.1 Thunderstorms ................................................................................................ 23 8.3.8.1.1 SIGMET Warnings..................................................................................... 23 8.3.8.1.2 Thunderstorm Hazards .............................................................................. 23 8.3.8.1.3 Thunderstorm Avoidance - Limitations of Weather Radar ......................... 26 8.3.8.1.4 Procedures and Flying Techniques ........................................................... 27 8.3.8.1.5 Techniques ................................................................................................ 27 8.3.8.1.6 Take-Off and Landing Problems ................................................................ 29 8.3.8.1.7 Conclusions ............................................................................................... 29 8.3.8.2 Icing Conditions............................................................................................... 29 8.3.8.2.1 Influence of High Ground on Aircraft Icing ................................................. 30 8.3.8.3 Turbulence ...................................................................................................... 30 8.3 – FLIGHT PROCEDURES
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8.3.8.4 Wind Shear ...................................................................................................... 30 8.3.8.4.1 Definitions .................................................................................................. 30 8.3.8.4.2 Detecting Wind Shear ................................................................................ 31 8.3.8.4.3 Aircraft Performance in Wind Shear ........................................................... 33 8.3.8.4.4 MicroBursts ................................................................................................ 33 8.3.8.4.5 The MicroBurst Accident Prevention .......................................................... 34 8.3.8.5 Jetstream......................................................................................................... 38 8.3.8.6 Operations in Volcanic Ash.............................................................................. 38 8.3.8.6.1 Flight .......................................................................................................... 38 8.3.8.6.2 Ground ....................................................................................................... 39 8.3.8.7 Heavy precipitation .......................................................................................... 40 8.3.8.8 Sand Storms .................................................................................................... 40 8.3.8.9 Mountain Waves .............................................................................................. 40 8.3.8.10 Significant Temperature Inversions ............................................................... 41 8.3.9 Wake Turbulence .................................................................................................. 42 8.3.9.1 Vortex Effects on Aircraft ................................................................................. 42 8.3.9.2 Avoidance of Vortices ...................................................................................... 43 8.3.9.3 Wake Turbulence Categorisation..................................................................... 43 8.3.9.4 Wake Turbulence Separation .......................................................................... 43 8.3.9.5 Phraseology..................................................................................................... 44 8.3.10 Crew Members at their Stations .......................................................................... 44 8.3.10.1 Flight Crew.....................................................................................................44 8.3.10.2 Flight Crew Positions ..................................................................................... 44 8.3.10.3 Allocation of Flight Crew Duties ..................................................................... 45 8.3.10.4 Allocation of Duties in Emergency ................................................................. 45 8.3.10.5 Command Course.......................................................................................... 45 8.3.10.5.1 Initial command course from co-pilot to Commander: .............................. 45 8.3.10.5.2 Conversion course for Captain (type rating course). ................................ 46 8.3.10.6 Augmented Flight Crew ................................................................................. 46 8.3.10.6.1 Seating position........................................................................................ 46 8.3.10.6.2 Distribution of duties................................................................................. 46 8.3.10.7 Cabin Crew .................................................................................................... 46 8.3.11 Use of Safety Belts for Crew and Passengers..................................................... 46 8.3.11.1 Flight Crew.....................................................................................................46 8.3.11.2 Other Persons on Board ................................................................................ 46 8.3.11.3 Flight in Turbulence ....................................................................................... 46 8.3.11.3.1 Pre-flight Crew Briefing ............................................................................ 46 8.3.11.3.2 In-flight Crew Briefing ............................................................................... 47 8.3.11.3.3 Cabin Crew Action.................................................................................... 47 8.3.11.4 Flight Instruction ............................................................................................ 47 8.3.12 Admission to Flight Deck ..................................................................................... 48 8.3.12.1 Flight Deck Discipline and Distractions.......................................................... 48 8.3.12.2 Power to inspect ............................................................................................ 48 8.3.13 Use of Vacant Crew Seats/Crew Rest ................................................................. 48 8.3.13.1 Use of Vacant Flight Deck Crew Seats.......................................................... 49 8.3.13.2 Use by ID00 of Cabin Crew Jump Seats ....................................................... 49 8.3.14 Incapacitation of Crew Members ......................................................................... 49 8.3.14.1 General.......................................................................................................... 49 8.3.14.2 Detection ....................................................................................................... 50 8.3.14.3 Dealing with Incapacitation ............................................................................ 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8.3.14.4 Cabin Crew Actions in case of Flight Crew member incapacitation .............. 51 8.3.14.5 Increment of Landing Minima ........................................................................ 51 8.3.14.6 Extra Considerations..................................................................................... 51 8.3.14.7 Policy ............................................................................................................ 51 8.3.15 Cabin Safety Requirements ................................................................................ 51 8.3.15.1 General ......................................................................................................... 51 8.3.15.2 Portable Electronic Device (PED) ................................................................. 52 8.3.15.2.1 Prohibited Devices................................................................................... 52 8.3.15.2.2 Other Devices .......................................................................................... 52 8.3.15.2.3 Company Video Walkman (if installed) .................................................... 53 8.3.15.2.4 Requirements .......................................................................................... 53 8.3.15.2.5 Interference ............................................................................................. 53 8.3.15.2.6 Notification ............................................................................................... 53 8.3.15.3 Pre-flight........................................................................................................ 54 8.3.15.4 In-flight .......................................................................................................... 54 8.3.15.5 Pre-Landing................................................................................................... 54 8.3.15.6 Post Flight ..................................................................................................... 55 8.3.15.7 Smoking in Aircraft ........................................................................................ 55 8.3.15.8 Unruly or Violent Passengers........................................................................ 55 8.3.16 Passenger Briefing Procedures........................................................................... 55 8.3.16.1 Passenger Information on Board................................................................... 55 8.3.16.1.1 Responsibility for Information .................................................................. 55 8.3.16.1.2 Co-ordination ........................................................................................... 56 8.3.16.1.3 Presentation of information...................................................................... 56 8.3.16.1.4 Procedures for Normal Operation ............................................................ 56 8.3.16.1.5 Procedures for Abnormal Operation ........................................................ 57 8.3.16.2 Routine Passenger Briefing........................................................................... 57 8.3.16.2.1 Normal briefings....................................................................................... 57 8.3.16.2.2 Demonstrations........................................................................................ 58 8.3.17 Procedures for aeroplanes operated whenever required cosmic or solar radiation detection equipment is carried ........................................................................... 59 8.3.18 Policy on the use of autopilot and auto throttle ................................................... 59 8.3.19 Overweight Landings .......................................................................................... 59 8.3.19.1 Overweight Landing with B-757/B-767.......................................................... 59 8.3.20 Company’s Procedures and Techniques ............................................................ 60 8.3.20.1 Flight Deck Procedures. ................................................................................ 60 8.3.20.1.1 Crew briefing. .......................................................................................... 60 8.3.20.1.2 Onboard................................................................................................... 60 8.3.20.1.3 During Flight ............................................................................................ 61 8.3.20.1.4 After Landing ........................................................................................... 61 8.3.20.1.5 Flight Deck Safety Procedures ................................................................ 61 8.3.20.2 Normal Procedures and Techniques............................................................. 62 8.3.20.2.1 General.................................................................................................... 62 8.3.20.2.2 Pre-flight Procedures ............................................................................... 62 8.3.20.2.3 Take Off................................................................................................... 63 8.3.20.2.4 Flight Management. ................................................................................. 63 8.3.20.2.5 Standard procedures for Non Precision Approach. Approach, Landing and Go Around. .............................................................................................. 65 8.3.20.2.6 After Landing. .......................................................................................... 65 8.3.20.3 Non-normal/Emergency Procedures and Techniques................................... 66 8.3 – FLIGHT PROCEDURES
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8.3.20.3.1 General .................................................................................................... 66 8.3.20.3.2 Non-normal/ Emergency Procedures and Communications..................... 67 8.3.20.3.3 Catastrophic Situation .............................................................................. 67 8.3.20.3.4 Detailed Cabin/Cockpit Evacuation Procedures....................................... 67 8.3.20.4 Standard Communication .............................................................................. 69 8.3.20.4.1 General .................................................................................................... 69 8.3.20.4.2 Read-back and Reporting ........................................................................ 70 8.3.20.4.3 Confirmation of ATC clearances: ............................................................. 70 8.3.20.4.4 SSR Conspicuity (Transponder) Code ..................................................... 70 8.3.20.4.5 Clearances ............................................................................................... 71 8.3.20.4.6 Infringements ........................................................................................... 71 8.3.20.4.7 Communication with Emergency Services ............................................... 71 8.3.20.4.8 Use of VHF Comms Radios ................................................................... 71 8.3.20.4.9 Use of HF Comms Radio ......................................................................... 72 8.3.20.4.10 Wearing of Earphones............................................................................ 72 8.3.20.5 Lights. ............................................................................................................ 72 8.3.20.5.1 Navigation Lights...................................................................................... 72 8.3.20.5.2 Red Anti-collision lights ............................................................................ 72 8.3.20.5.3 Taxi lights. ................................................................................................ 72 8.3.20.5.4 Landing and other external lights ............................................................. 72 8.3.20.5.5 Heat from Flush Set Runway Lights ......................................................... 73 8.3.21 Cabin Crew safety Briefing .................................................................................. 73
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8.3 FLIGHT PROCEDURES 8.3.1 VFR/IFR Policy 8.3.1.1 General Flights will be conducted under the following rules and only in exceptional circumstances will there be any departure from them. 1. The aircraft will be flown in accordance with all statutory requirements and rules relevant to the safe conduct of a flight, at all times. 2. Instrument departure and approach procedures established by the State in which the aerodrome is located will be used. However, a Commander may accept an ATC clearance to deviate from a published departure or arrival route, provided obstacle clearance criteria are observed and full account is taken of the operating conditions. The final Approach will be flown visually or in accordance with the established instrument approach procedure. Procedures different from those published may only be implemented by Air Italy if they have been approved by the State in which the aerodrome is located and also accepted by the AOC issuing Authority. 3. In respect of rules governing flight procedures, pilots are reminded that they, as licence holders, are required to be thoroughly familiar with the relevant laws, regulations and procedures of those States in which operations are conducted and which are pertinent to the performance of their duties. The company will make available route briefs to assist in this preparation and provide information in notices, as necessary. 4. It is the duty of all aircrew to acquaint themselves at the airfield of departure with all relevant amendments, corrections and alterations to existing flight rules and current navigational warnings. 5. Flights will not commence without carrying current maps, charts and associated documents or equivalent data to cover the intended operation including any diversion which may reasonably be expected. 6. The aircraft must be fitted with adequate instrumentation, communication devices and emergency equipment necessary for the requirements of the flight. 8.3.1.2 Policy Air Italy Policy is that all commercial flights will be conducted under IFR. Accordingly, an IFR Flight Plan will be filed for every flight with the exception of certain short non-revenue or ferry flights, which may be dispatched under VFR with approval from Flight Operations Post-Holder. If certain portions of a flight are carried out under VFR, to obtain or cancel an IFR clearance, flight crews must adhere to local regulations and procedures. Flight crews are required to maintain current and/or forecast weather information, as applicable, for the portions of the flight to be executed under VFR. It is also Air Italy policy that flights will be planned and operated into and out of controlled airspace and/or airports unless this is precluded by operational considerations (refer to OM A para 12.1.9.5 for details). The conditions under which a VMC clearance may be requested or accepted are described below. 8.3.1.3 VMC Clearances Non-cancellation of an IFR Flight Plan does not preclude the use of a clearance subject to maintaining VMC for a specified and limited portion of a climb, descent or approach phase of a flight. 8.3 – FLIGHT PROCEDURES
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8.3.1.4 Restrictions on Acceptance of VMC Clearances When offered a clearance subject to maintaining VMC the following procedures apply: 1. a VMC restriction should be neither sought nor accepted when the penalty of remaining under full control is insignificant; 2. a VMC restriction shall not be accepted when essential traffic is more than one aircraft; 3. a VMC restriction should not be accepted when the essential traffic is also a jet unless this aircraft has been sighted; 4. a VMC restriction during daylight can be accepted only when visibility and distance from clouds is such that adequate separation can be maintained. This requirement is therefore considerably greater than those established under Visual Flight Rules. 5. at night visibility must be unlimited and clouds non-existent in the airspace involved; 6. in accepting or seeking a VMC clearance restriction, account must be taken of such factors as flight visibility, sun position and cockpit work load - which must be such as to permit the best possible look-out to be maintained. Note: It is emphasised that, even in Controlled Airspace, ATC may not provide information on VFR traffic and that when operating on an IFR flight plan but maintaining VMC, the pilot in command is entirely responsible for collision avoidance. A good lookout should always be maintained. 8.3.1.5 Visual Approaches A Visual Approach can be performed when the runway can be maintained in sight until touchdown and it is possible to maintain VMC at all time. Therefore also traffic separation is responsibility of the crew. Note1: where shallow fog is reported but a visual approach is possible, the RVR must be in excess of 800m before such an approach may be commenced. Note2: there are no limitations to performing night visual approaches if the above conditions are satisfied When performing a visual approach, the Commander must take particular care in considering following aspects safety and passenger comfort; surrounding terrain and obstacle; meteorological conditions; lighting system available at the airport of destination; familiarity with the airport of destination; flight experience of the whole cockpit crew. Visual approaches following another traffic may be allowed provided that the pilot of the succeeding aircraft: reports he can maintain visual reference to the terrain and having the preceding aircraft in sight; and is instructed, and so cleared, to follow and maintain own separation from the preceding aircraft. Notes: in all cases, if adequate visual reference for landing is lost, the approach shall either be discontinued or converted to an instrument approach; pilots will review the missed approach procedure and path to be flown in the event that adequate reference is lost on a visual approach; 8.3 – FLIGHT PROCEDURES
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wake turbulence separation in relation to the immediately preceding aircraft rests with the pilot of the following aircraft; in any case, when the pilot reports to have lost the visual reference to the terrain and/or the visual reference to the preceding aircraft, the Controller will resume radar/non radar separation only after the pilot reports at a level, as instructed, consistent with the minimum radar vectoring altitude / minimum sector altitude for the provisions of the service. 8.3.1.6 Noise Abatement Procedures 8.3.1.6.1 Take-off Published Noise Abatement Procedures will be followed and departed from only on the instructions of ATC or where abnormal circumstances make such departure necessary in the interest of safety. Any deviations from published procedures must be reported immediately to the appropriate ATC unit. The Commander must submit a written report of any infringement to the permitted procedure which become the subject of an enquiry. In case noise abatement procedure is requested, the following (as per ICAO Doc 8168 vol. 1) must be used: Up to 1000 ft QFE: a. take-off power; b. take-off flaps; c. climb at V2 + 10/20 Kts IAS or as limited by body angle; at 1000 ft QFE: a. reduce thrust to not less than climb power/thrust; b. climb at V2 + 10/20 Kts IAS until reaching 3000 ft QFE; at 3000 ft QFE: a. accelerate smoothly to en-route climb speed with flaps retraction on schedule.
Note 1: If a different procedure is specified by an Airport Authority it takes priority over all above published procedure Note 2: Safety has priority over noise abatement procedure Note 3 : the acceleration altitude must be entered in the FMC Where no specific procedure is required, the following procedure must be performed: Up to 1000 ft QFE: d. take-off power; e. take-off flaps; f. climb at V2 + 10/20 Kts IAS or as limited by body angle; at 1000 ft QFE: c. reduce thrust to not less than climb power/thrust; d. accelerate smoothly to en-route climb speed with flaps retraction on schedule. 8.3.1.6.2 Approach and Landing Published Noise Abatement Procedures will be followed and departed from only on the instructions of ATC or where abnormal circumstances make such departure necessary in the interest of safety. Where no specific procedure is published, the following procedure must be used. Pilots shall conduct their flight at a speed which permits operation of the aircraft in clean configuration until reaching a distance of approximately 12 NM from touch down. 8.3 – FLIGHT PROCEDURES
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Recommended speed is 210 Kts plus/minus 10 Kts or the aircraft’s minimum performance speed if higher than above. Subsequent portion of the approach, either instrument or visual, shall be flown with a properly set slope to achieve, if possible, a continuous descent, the interception of approach path not below 3000 ft AGL and the aircraft to be established not beyond the Outer Marker (OM) or equivalent position. Execution technique must be performed with aircraft deceleration action and aerodynamic configuration change so as to achieve final speed and configuration at the OM, Final Approach Fix or equivalent position. From then on a stabilised constant descent profile shall be followed to a landing to be completed as per para 8.3.2.3.5 below. Compliance with the above procedure is recommended provided that it is compatible with ATC instructions and weather condition are favourable. Non compliance is allowed in case of precision approach Cat II and III. No instrument or visual approach shall be made at angle less than the ILS glide path or less than 3° if no ILS is available. According Air Italy policy use of maximum reverse thrust is recommended unless: Limited by noise abatement procedures or local restriction (idle reverse only) Any doubt exist about the presence of FOD over the rwy surface (idle reverse only). 8.3.1.6.3 Limitations of Noise Abatement Procedures. Compliance with published noise abatement Take-off/Approach/Landing procedures should not be required in adverse operating conditions such as: if the runway is not clear and dry, i.e. it is adversely affected by snow, slush, ice or water, or by mud, rubber, oil or other substances; in conditions when the ceiling is lower that 500 ft above aerodrome elevation, or when the horizontal visibility is less than 1.9 km; when the cross-wind component, including gusts, exceeds 15 Kts; when the tail-wind component, including gusts, exceeds 5 Kts; when wind shear has been reported or forecast or when adverse weather conditions, e.g. thunderstorms, are expected to affect the approach. 8.3.1.7 Commencement and Continuation of Approach 8.3.1.7.1 General Before commencing an approach to land, the Commander must satisfy himself that, according to the information available to him, the weather at the aerodrome and the condition of the runway intended to be used should not prevent a safe approach, having regard to the performance information contained in the Operations Manual. In particular before commencing an approach the following conditions will be satisfied: the crew will complete a standard briefing for the descent, approach and landing; a valid IAL chart must be available except for a radar approach; the ground aid(s) and the aircraft equipment to be used must be serviceable and both pilots authorisation for the aid to be used must be valid; the appropriate AOM will be used (see Ch 8.1). If there is a malfunction of any relevant part of either the aircraft or airfield systems AOM appropriate corrections will be adopted; the availability of the aid and runway intended for use must be confirmed when first establishing R/T contact with the airfield.
8.3 – FLIGHT PROCEDURES
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A 8.3 5 30 May 10
A pilot-in-command may commence an instrument approach regardless of the reported RVR /Visibility but the approach will not be continued beyond the Outer Marker, or equivalent position, if the reported RVR/Visibility is less than the applicable minima. The «equivalent position» can be established by means of a DME distance, a suitably located NDB or VOR, SRE or PAR FIX or any other suitable fix. Where RVR is not available, the pilot-in-command may derive an RVR value by converting (factoring) the reported visibility in accordance with Ch 8.15. (Conversion of the Reported Meteorological Visibility to RVR). If, after passing the outer marker or equivalent position in accordance with the above first paragraph, the reported RVR / factored visibility fails below the applicable minimum, the pilot-in-command may continue the approach to DA or MDA. For Cat III B approach refer to Ch 8.4 Where no outer marker or equivalent position exists, the pilot-in-command will make the decision to continue or abandon the approach before descending below 1,000 ft above the aerodrome or MDA/H + 500 ft, whichever is the higher, on the final approach segment. If the RVR or factored visibility, as applicable, is reported at or above Operator Minima, descent to DA/MDA may be made irrespective of cloud ceiling. However, descent below DA / MDA will only be commenced or continued when visual reference in accordance with the requirements listed above has been established and can be maintained. The touch-down zone RVR is always controlling. If reported and relevant, the mid point and stop end RVR are also controlling. The minimum RVR value for the mid point is 125 m or the RVR required for the touch-down zone if less, and 75 m for the stop end. For aeroplane equipped with roll out guidance or control system, the minimum RVR value for the mid-point is 75 m. NOTE: “Relevant”, in this context, means that part of the runway used during the high speed phase of the landing down for speed of approximately 60 kts. A missed approach procedure must then be immediately initiated under the following conditions: MDA/DA/DH or MAP (when published) is reached and no adequate visual reference to a safe land is achieved; time to threshold is elapsed; Note: The time check over FAF serves as back-up in case of non-availability of the respective navigation aid/Fix, or when no other means is available to define the MAP. a navigation aid located in the airfield area is passed (MM, IM); adequate visual reference to a safe landing is lost; the airplane is not stabilised; the maximum rate of descent values of: 3000 ft/min below FL100; 2000 ft/min below 2000 ft; 1000 ft/min below 500 ft; are exceeded and there is no way to reduce the vertical speed and safely land; if there is significant variation in the approach path or airspeed below 500ft AAL; the Commander suspects that for one or more reasons a safe landing is no longer guaranteed; upon instructions of the appropriate ATC unit. Anytime a missed approach procedure is performed, an entry must be made on the Voyage/Captain Report. 8.3 – FLIGHT PROCEDURES
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A 8.3 6 30 May 10
Anytime a missed approach procedure is performed for safety reasons, an Air Safety Report (Form in appendix C) must be made. 8.3.1.7.2 Required Airborne Navigation Equipment The Commander shall ensure that at least the following equipment is available to commence and continue of an approach: one VOR, VOR/DME, ADF, ILS or MLS receiving system where such equipment is required for approach navigation purposes; one marker beacon receiving system where a marker beacon is required for approach navigation purposes; additional equipment as required by chapter 8.4 of this Manual if performing LVO. 8.3.1.7.3 Co-pilot Landing restriction Captains must carefully evaluate the experience of the co-pilot before allowing him to land at airports which may dictate a high level of aircraft handling capability. Runways particularly short, narrow, contaminated or with strong / gusty wind on final are just an example of airports which need good aircraft handling experience. 8.3.1.8 Runway Incursion Prevention Procedures In order to mitigate the risk of runway incursions, flight crews shall always be aware of their position while operating in the airport environment, on the ground and in the air by: the use of all available resources (heading indicators, airport diagrams, airport signs, markings lighting and air traffic control) to keep an aircraft on its assigned flight and/or taxi route; reference to the airport diagram and airport signage; taxi progress monitoring and/or verbal call-outs after taxiway passage; the development and/or discussion of a pre-taxi plan and taxi route briefing; the transcription of complex ATC taxi instructions; methods for maintaining situational awareness at night and during times of reduced visibility; not stopping on a runway and, if possible, taxiing off an active runway and then initiating communications with ATC to regain orientation; visually clearing the final approach path prior to taxiing into the takeoff position on the runway. In addition to the above, during periods when there is a high risk of an incursion, flight crews should always be aware of the importance of: managing workload prior to takeoff and before landing; identifying checklist items that must be re-accomplished in the event of a runway change; maintaining a "Sterile Flight Deck;" the use of standard R/T phraseolology; clearance read-back and confirmation of changes; monitoring clearances given to other aircraft; obtaining directions or progressive taxi instructions when taxi route in doubt; takeoff and landing runway verification and crosscheck; takeoff and landing clearance verification; questioning clearances when holding or lined up in position for takeoff on the runway, and takeoff clearance has not been received within a specified period of time. In order to make other aircraft aware of own position, the flight crew should make appropriate use of: 8.3 – FLIGHT PROCEDURES
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A 8.3 7 30 May 10
aircraft lighting during taxi, runway crossing, takeoff, and landing; transponder use at airports with ground surveillance radar IAW local aerodrome procedures. 8.3.2 Navigation Procedures 8.3.2.1 Compliance with State Regulations The aircraft will be flown in accordance with all statutory requirements and rules relevant to the safe conduct of a flight, at all times. Moreover, it is prohibited for an aircraft to be flown more then 60 minutes flying time at its normal one engine inoperative cruise speed from the nearest adequate airfield, unless it is flying in accordance with the terms of the written permission from the Authority (ETOPS approval). 8.3.2.2 Principles The fundamental principle governing the performance of all navigation tasks is redundancy, as navigation errors carry a significant risk potential. Whether navigation on manually tuned navigation aids, on the navigation system or on radar vectors, cross – checks are essential. The sole use of airborne navigation systems carried on the various types of aeroplane of the Air Italy’s fleet is not adequate for all phases of flight and must be supplemented by specific error checking. Flight plans activated in the navigation system must be checked by both pilots waypoint by waypoint, against the flight plan. The FMS is also suitable and authorised for pre-flight planning when OFP is not available and for in-flight re-planning. All available means shall be used to cross-check the retrieved data. 8.3.2.3 Standard Navigation Procedures and Precautions RNAV and FMC shall be used in accordance the procedures published in the Operations Manual, part B (FCOM) and the Operations Manual, part C (Route) for the respective type of aeroplane. FMC database validity must be checked prior to each flight FMC navigation shall be used as primary navigation for all phases of flight where appropriate tracking is either pre-programmed in the navigation database or manually set up by using waypoints/airways contained in the pre-programmed database. For portions of flight conducted at altitudes where safe terrain clearance is not contingent upon navigation accuracy, the on-board navigation system redundancy may be considered adequate provided the aeroplane computed position is checked at regular intervals against displayed navigation aids, where such aids are available. In regions where such aids are not available (ocean, deserts), traffic separation provided by ATC accounts for the reduced navigation accuracy. However, the pilot flying is responsible for the choice of navigation aids (if tuning is manual) and for the navigation system configuration. Any changes to his selection shall be announced to the Pilot Monitoring. Any changes made by the Pilot Monitoring shall be made upon the timely order, or with the consent of the pilot flying shall be made upon the timely order, or with the consent of the pilot flying, who checks the execution. The pilots shall inform one another of any doubtful reliability of a navigation aid or of a system. ILS facilities of all categories have been known to produce false beams outside of their coverage sector due to radiation aberrations. Such beams are subject to being captured without a warning flag. In order to ensure proper localizer beam capture, the ILS mode shall not be armed until the vicinity of the beam has been ascertained by independent means (navigation aids, navigation system with VHF update) and the capture shall be monitored by the same means (or confirmed by radar if available). A DME distance check at glide slope intercept shall be performed whenever possible. In addition, an altitude check shall be performed at the outer marker position. 8.3 – FLIGHT PROCEDURES
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A 8.3 8 30 May 10
8.3.2.3.1 Take-off and Climb For these portions of flight safe terrain clearance is contingent upon navigation accuracy. Turns during Take-off and climb should not be required unless: a height of not less 500 ft above terrain on the highest obstacles under the flight path has reached and can maintain throughout the turn. the bank angle for turns after take off is limited to 15° except where adequate provisions are made for an acceleration phase permitting attainment of safe speeds for bank angles greater than 15°. Sufficient navigational guidance should be provided to permit the aeroplane to adhere to the designated route. If the departure procedure is stored in the navigation database, the on board navigation system must be in the update mode and the system-computed position shall be continuously checked against displayed navigation aids. 8.3.2.3.2 Positioning to Final Approach In the case of ILS procedures, use must be made of VOR, NDB or Radar Positioning in conducting the transition to the approved ILS procedure. All radar approach procedures must start with positive identification, for example a distance/bearing. 8.3.2.3.3 Descent and Approach Even if GPS navigation and the procedure is stored and confirmed in the database, at least one raw data backup must be available and used at all time to confirm the FMC position. If these conditions are not met the flight shall proceed on conventional radio navigation. For designated type of aeroplanes the navigation mode of the flight management system may also be used for final approach navigation. Detailed procedures are stipulated in the respective Operations Manual, part B and C. For non precision approaches Air Italy standard technique refer to Normal Procedures. 8.3.2.3.4 Stabilised Approach All flights must be stabilized by 1000 feet above airport elevation in instrument meteorological conditions (IMC) and by 500 feet above airport elevation in visual meteorological conditions (VMC). An approach is stabilized when all of the following criteria are met: 1. The aircraft is on the correct flight path; 2. Only small changes in heading/pitch are required to maintain the correct flight path; 3. The aircraft speed is no more than Vref +20 KIAS and not less than Vref; 4. The aircraft is in the correct landing configuration; 5. Sink rate is no greater than 1000 feet per minute; if an approach requires a sink rate greater than 1000 feet per minute, a special briefing should be conducted; 6. Power setting is appropriate for the aircraft configuration and is not below the minimum power for approach as defined by the aircraft operating manual; 7. All briefings and checklists have been conducted; 8. Specific types of approaches are stabilized if they also fulfil the following: a. instrument landing system(ILS) approaches must be flown within one dot of the glideslope and localizer; b. a category II or category III ILS approach must be flown within the expanded localizer band; c. during a circling approach, wings should be level on final when the aircraft reaches 300 feet above airport elevation; 8.3 – FLIGHT PROCEDURES
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A 8.3 9 30 May 10
9. Unique approach procedures or abnormal conditions requiring a deviation from the above elements of a stabilized approach require a special briefing. CAUTION An approach that becomes unstabilised below 1000 feet above airport elevation in IMC or below 500 feet above airport elevation in VMC requires an immediate go-around. NOTE. Do not misunderstand the stabilized/unstabilized concept with the approach speed technique definition (stabilized/decelerate speed technique approach). 8.3.2.3.5 Threshold crossing height and touchdown zone Threshold must be crossed not below 50 ft, with the aeroplane in the landing configuration and attitude, in order to ensure the aircraft touches down within the touchdown zone or other defined portion of the runway, as specified by the Authority. As general guidance, the flight crew should control the final approach so as to touch down approximately 1,000 to 1,500 feet beyond the threshold All flight crews operating Company aircraft are required to strictly adhere to SOPs contained in OM, Part B. 8.3.2.3.6 Climb Gradient The nominal climb gradient of a missed approach, as prescribed by ICAO, is 2.1% (Non Precision and Cat. I approach) or 2.5% (Cat II type of approach). For planning purpose ,at any aerodrome where the Route Manual offers a choice of minima based on climb gradient, those associated with a 2.5% missed approach climb gradient must be used. 8.3.2.4 Navigation aids 8.3.2.4.1 Selection criteria The most suitable selection of radio aids with respect to coverage and to geometry shall be ascertained, either for cross-checking the navigation system or for conventional radio navigation purposes. Distance information on route documentation shall only be checked against DME distance when this DME is linked with a waypoint, typically a VOR. DME’s associated with ILS are often biased so as to show zero at the runway threshold, and are therefore not suitable for navigation purposes other than final approach. 8.3.2.4.2 Coverage of navigation aids En-route facilities can be expected to provide reliable information along the published routes they define. However, the coverage area of en-route navigation facilities, such as NDBs, VORs, and DMEs varies depending on power output, site and disturbances. VHF facilities require line-of-sight conditions while NDB receptions is adversely affected by atmospheric electromagnetic activity. Locators in TMAs normally provide proper guidance within 25NM only. The ILS localizer beam width and range available for guidance is of the order of 3° on either side of the centreline, and 25NM respectively. Within 30° on either side of this sector, coverage is only provided to the extent that a fullscale deflection to the correct side is guaranteed. The ILS glidepath azimuth coverage sector width is 8° on either side of centreline and extends to at least 10NM. The elevation sector available for guidance ranges from at least 2° above to 1.5° below the normal glidepath, below which full-scale fly-up deflection is guaranteed. Aberrations affecting these design features, ranging from multipath interference to fluctuations due to reflections from taxiing aeroplane and from antenna overflights may still 8.3 – FLIGHT PROCEDURES
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occur within the ILS coverage sector, particularly in weather where the ILS sensitive and critical areas are not enforced. 8.3.2.4.3 Identification Manually tuned navigation aids shall be positively identified at the time of selection. DMEs associated with a VOR or an ILS require separate identification 8.3.2.4.4 Inconsistency Whenever elements of information relative to position are contradictory, the reliability of any relevant navigation aid(s) must be verified by additional independent means. 8.3.2.4.5 Inadequate navigation and approach aids Navigation and approach aids must not be used: When positive identifications not possible; when reported to be “on maintenance”, “unreliable”, “ground checked only”, “flight checked only”; when “on test”, according to latest available information, whereupon the facility shall also be made unavailable to the navigation system. In all such cases, reception, if any, is deemed unreliable and inadequate to support enroute navigation or approach; published landing minima apply to the unrestricted availability of the approach aids. 8.3.2.4.6 Irregularities during the flight Whenever an irregularity of ground and navigational facilities occurs during the flight operation, the appropriate ground station shall be notified as soon as practicable. 8.3.2.5 Reporting Except when otherwise instructed by ATC, position reports in the prescribed form must be made at all Compulsory Reporting Points Flight Levels and Altitudes Reporting Commander must ensure that when reporting Flight Levels and Altitudes on climb and descent, a vacating report is only made when the aircraft has actually left the stated level, and that only the terms «leaving», «passing» and «reaching» are used. Such terms as «approaching» and «coming up (or) down to» are too vague, can be misleading and must not be used. When reporting Flight Level, the altimeter reading should be passed to the nearest 100 ft to facilitate checking SSR Mode «C» altitude reporting. In the event that a cleared level is inadvertently exceeded, this must be reported to ATC immediately. 8.3.2.5.1 Position Reports Every flight must conform to the ATC reporting procedures laid down by the State in which the aircraft is operating. The correct ICAO R/T procedure and sequence, including aircraft call sign, position, time, flight level or altitude and estimated time at the next position, must be used. If the estimated time for the next position last reported to ATC is found to be in error by 3 minutes or more a revised estimate shall be transmitted to the ATC concerned, as soon as possible. When flying in a Flight Information Region (FIR) for which no reporting procedures are laid down, aircraft must report when entering and leaving the FIR and at least every 30 minutes.
8.3 – FLIGHT PROCEDURES
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A 8.3 11 30 May 10
Wake Vortex Notification All wake vortex encounters, at any flight stage, must be reported using the Wake Vortex Report Form. Aircraft in the Wake Vortex Category «Heavy» are required to notify ATC with the word «heavy» included immediately after the aircraft call sign at least on first contact with ATC (Control tower or Approach) prior to departure or arrival (refer also to paragraph 8.3.9.5 for USA/Canada procedures). 8.3.2.5.2 Notification of Irregularities A Commander shall notify the appropriate ground station as soon as practicable whenever a potential hazardous condition such as: An irregularity in a ground or navigational facility; or A meteorological phenomenon; or A volcanic ash cloud; or A high radiation level, is encountered during flight. 8.3.2.6 Navigational Accuracy It is the Commander’s responsibility that the aircraft navigation performance be monitored at regular intervals. Particular care should be placed on checking position prior to commencing an approach and after prolonged in flight operations. To this end, Flight Crews should make use of airplane systems to verify the position of the aircraft, including, as applicable to the aircraft avionics configuration, GPS position checks, FMS advisories, navaid accuracy checks (Radial/DME), etc. The relevant en-route charts should be available to both pilots and consulted for routing, MORAs, danger areas, etc. For detailed navigation procedures, refer to OM Parts B and C. 8.3.2.7 Off-Airway Flights Care should be taken to ensure that off-Airway flights do not penetrate danger areas. Consult relevant en-route charts, NOTAMs, and Flight Information Advisory Service. 8.3.2.8 Position Fixes Sufficient radio equipment is carried on the Operator's aircraft to enable position to be fixed at the mandatory reporting points or any points on the route. If circumstances permit, the position should be established by the use of two independent aids in order to confirm the accuracy of the fix. 8.3.2.9 In-Flight Procedures Standard navigational procedures and system requirements including policy for carrying out independent cross checks of keyboard entries where these affect the flight plan followed by the aircraft are detailed in O.M., part B. During the enroute phase of flight, flight crews must monitor weather information, to include current weather and forecasts for destination airport, destination alternate airports, enroute alternate airports, as applicable 8.3.2.9.1 Minimum Navigation Requirements The Minimum Navigation Requirements consists of one VOR, one ADF, one DME. In areas where navigation is based only on NDB or VOR signals and the aircraft is not equipped with alternative equipment (IRS, INS, FMC, etc.) authorised for the route being flow by the Authority a second ADF or VOR is required. One SSR Transponder equipment as required for the route being flown. 8.3 – FLIGHT PROCEDURES
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A 8.3 12 30 May 10
An additional DME system on any route, or part thereof, where navigation is based only on DME signals. Note: Aeroplanes equipped with 1 ADF only are not authorised to operate where ADF is the only way for procedures and radio navigation, including airports (SID, STAR, Transition & Approach) and Routes. 8.3.2.9.2 Failed or Downgraded Equipment The effect of temporary downgrading of ground equipment on landing minima must be taken into account during pre-flight planning and in flight. A. Failure during the approach phase. a. If the aeroplane has already passed the Outer Marker or equivalent position on final approach it is NOT required that a Commander consult the relevant table to ascertain the minima applicable to the reduced level of equipment. If failures of ground aids are announced at this late stage, the approach may be continued at the Commander discretion. b. If, however, the failure is announced before such a late stage, the Commander must consider its effect and the approach must be discontinued to permit this consideration. B. Failures other than ILS affect RVR only and not DH. C. When the approach light system is supplied only from the stand-by power source, attention is particularly drawn to the fact that the RVR minimum to be used for a precision approach is that applicable when only basic facilities are available. 8.3.2.10 MNPS / ETOPS Navigation 8.3.2.10.1 Minimum Navigation Performance System (MNPS) The MNPS is an area of the North Atlantic airspace requiring Minimum Navigation Performance Capability. The boundaries of MNPS area are described in the OM Part C “Long Haul Manual” including normal procedures, special procedures, minimum requirements and operations with degraded capability. Refer to OM Part C “Long Haul Manual” for all applicable rules and procedures. 8.3.2.10.2 Extended Twin Engine Operations (ETOPS) Refer to Ch 8.5 of this manual. 8.3.2.11 Polar Navigation (Air Italy is not authorized for polar navigation) 8.3.2.12 Reduced Vertical Separation Minimum (RVSM) “RVSM” airspace is any airspace or route between FL290 and FL410 inclusive where aircraft are separated vertically by 1000ft instead of 2000ft. This reduced vertical separation minima would provide significant benefits in terms of economy and en route airspace capacity. Airspace where RVSM is applied should be considered “special qualification airspace”. In accordance with Air Operator Certificate Air Italy is authorised to operate in RVSM airspace. All concerning personnel must check: The correct filing of the flight plan (appropriate letter W or Q to be inserted in item 10 of ICAO flight plan; The specific aircraft type is approved by competent Authority for RVSM operations; The specific aircraft is equipped with minimum equipment for RVSM operations (as for OM part B MEL); That during flight the prescribed procedures for RVSM operations are made as for OM part B and C. 8.3 – FLIGHT PROCEDURES
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A 8.3 13 30 May 10
8.3.2.12.1 Aircraft Equipment For RVSM Operations Refer to Operations Manual, part B, Part C and Long Haul Manual. 8.3.2.12.2 Practices And Procedures for Flights in “RVSM” Area Refer to Operations Manual, part B, Part C and Long Haul Manual. 8.3.2.13 Procedures for RNAV Operations RNAV general criteria and requirements are reported in ICAO Annex 11 and Doc 9613. In accordance with its AoC Air Italy is authorised to fly RNP-10 and B-RNAV in the approved area of operations. The RNP type, where required by a State (cfr OM Part C), indicates in NM (e.g: 1, 4, 5, 10, etc.) the maximum error allowed for 95% of the flight time and takes into account the navigation systems in use, the adequacy of ATC services and the communication channels available in the considered airspace. The required RNP type is specified in the navigation documentation. Systems suitable for RNAV meeting RNP and/or MNPS criteria are FMS, GPS/GNSS, inertial systems (INS/IRS). In addition to normal FCOM procedures, when using FMS on B-RNAV routes, the performance of the FMS must be monitored using raw data as follows: - before flight verify RNAV system equipment serviceability referring to MEL/CDL/DDG for system availability and/or degradation; - periodically verify FMS radio updating; - after prolonged flight in remote/oceanic areas, verify FMS position accuracy complies with RNP; - during descent verify FMS map position. In the event of a navigation system degradation in flight (e.g: FMS total or partial failure), the main factors to be considered in planning the following course of action, in addition to FCOM and QRH procedures, are: - type of routing (normal or B-RNAV); - reliability of radio aids. Note 1: A RNP-5 (Basic RNAV or B-RNAV) accuracy level is at present required in the EUR region Upper Airspace. Note 2: In item 10 of the ATS Flight Plan the letter “R” shall be entered to indicate that the aeroplane is certified for the RNP along the planned route or phase of flight. Note 3: Manual entry of waypoints in the FMS is not allowed for B-RNAV operations. Note 4: ATC must be advised. The appropriate ASR form (see Appendix C01) must be filled out. 8.3.2.13.1 RNP 1 (P-RNAV) Operations Procedures (Not Applicable to Air Italy) RNP-1 operations must give an accuracy in the designated airspace of plus/minus 1 NM. Following procedure must be performed. Pre Flight Planning During the pre-flight planning phase, the availability of the navigation infrastructure, required for the intended operation, including any non-RNAV contingencies, must be confirmed for the period of intended operation. Availability of the onboard navigation equipment necessary for the route to be flown must be confirmed. The onboard navigation database must be appropriate for the region of intended operation and must include the navigation aids, waypoints, and coded terminal airspace procedures for the departure, arrival and alternate airfields. 8.3 – FLIGHT PROCEDURES
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A 8.3 14 30 May 10
Where the responsible airspace authority has specified in the AIP that dual P-RNAV systems are required for specific terminal P-RNAV procedure, the availability of dual PRNAV systems must be confirmed. This typically will apply where procedures are effective below the applicable minimum obstacle clearance altitude or where radar coverage is inadequate for the purposes of supporting P-RNAV. This will also take into account the particular hazards of a terminal area and the feasibility of contingency procedures following loss of P-RNAV capability. If a stand-alone GPS is to be used for P-RNAV, the availability of RAIM must be confirmed with account taken of the latest information from the US Coastguard giving details of satellite non-availability. Note: RAIM prediction may be a function of the equipment provided that satellite nonavailability data can be entered. In the absence of such a function, an airspace service provider may offer an approved RAIM availability service to users. Departure At system initialisation, the flight crew must confirm that the navigation database is current and verify that the aircraft position has been entered correctly. The active flight plan should be checked by comparing the charts, SID or other applicable documents, with the map display (if applicable) and the MCDU. This includes confirmation of the waypoint sequence, reasonableness of track angles and distances, any altitude or speed constraints, and, where possible, which waypoints are fly-by and which are fly-over. If required by a procedure, a check will need to be made to confirm that updating will use a specific navigation aid(s), or to confirm exclusion of a specific navigation aid. A procedure shall not be used if doubt exists as to the validity of the procedure in the navigation database Note: As a minimum, the departure checks could be a simple inspection of a suitable map display that achieves the objectives of this paragraph. The creation of new waypoints by manual entry into the RNAV system by the flight crew is not permitted as it would invalidate the affected P-RNAV procedure. Route modifications in the terminal area may take the form of radar headings or ‘direct to’ clearances and the flight crew must be capable of reacting in a timely fashion. This may include the insertion in the flight plan of waypoints loaded from the database. Prior to commencing take off, the flight crew must verify that the RNAV system is available and operating correctly and, where applicable, the correct airport and runway data have been loaded. Unless automatic updating of the actual departure point is provided, the flight crew must ensure initialisation on the runway either by means of a manual runway threshold or intersection update, as applicable. This is to preclude any inappropriate or inadvertent position shift after take-off. Where GNSS is used, the signal must be acquired before the take-off roll commences and GNSS position may be used in place of the runway update. During the procedure and where feasible, flight progress should be monitored for navigational reasonableness, by cross-checks, with conventional navigation aids using the primary displays in conjunction with the MCDU. Where applicable and when used, the flight crew procedures will need to include monitoring to verify automatic updating of the inertial systems to ensure the period without updating does not exceed the permitted limit. Where the initialisation of paragraph above is not achieved, the departure should be flown by conventional navigation means. A transition to the P-RNAV structure should be made at the point where the aircraft has entered DME/DME coverage and has had sufficient time to achieve an adequate input. Note: If a procedure is designed to be started conventionally, then the latest point of transition to the P-RNAV structure will be marked on the charts. If a pilot elects to start a 8.3 – FLIGHT PROCEDURES
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P-RNAV procedure using conventional methods, there will not be any indication on the charts of the transition point to the P-RNAV structure. Arrival
Prior to the arrival phase, the flight crew should verify that the correct terminal procedure has been loaded. The active flight plan should be checked by comparing the charts with the map display (if applicable) and the CDU. This includes confirmation of the waypoint sequence, reasonableness of track angles and distances, any altitude or speed constraints, and, where possible, which waypoints are fly-by and which are fly-over. If required by a procedure, a check will need to be made to confirm that updating will exclude a particular navigation aid. A procedure shall not be used if doubt exists as to the validity of the procedure in the navigation database. Note: As a minimum, the arrival checks could be a simple inspection of a suitable map display that achieves the objectives of this paragraph. The creation of new waypoints by manual entry into the RNAV system by the flight crew would invalidate the P-RNAV procedure and is not permitted. Where the contingency to revert to a conventional arrival procedure is required, the flight crew must make the necessary preparation. During the procedure and where feasible, flight progress should be monitored for navigational reasonableness by cross-checks with conventional navigation aids using the primary displays in conjunction with the MCDU. In particular, for a VOR/DME RNAV procedure, the reference VOR/DME used for the construction of the procedure must be displayed and checked by the flight crew. For RNAV systems without GNSS updating, a navigation reasonableness check is required during the descent phase before reaching the Initial Approach Waypoint (IAWP). For GNSS based systems, absence of an integrity alarm is considered sufficient. If the check fails, a conventional procedure must then be flown. Notes: (1) For example, where feasible, display bearing/range to a VOR/DME from the RNAV system and compare the result with the RMI read-out (selected to same VOR/DME). (2) For some systems the accuracy may be derived from the navigation mode or accuracy mode. (3) Where the MCDU shows only integers and is unable to display errors with sufficient resolution for PRNAV accuracy checks, an alternative means of checking will need to be followed. Route modifications in the terminal area may take the form of radar headings or ‘direct to’ clearances and the flight crew must be capable of reacting in a timely fashion. This may include the insertion of tactical waypoints loaded from the database. Manual entry or modification by the flight crew of the loaded procedure, using temporary waypoints or fixes not provided in the database, is not permitted. Although a particular method is not mandated, any published altitude and speed constraints must be observed. Contingency In case of failure of any system affection a component relevant to the P-RNAV navigations such as: Multiple system sensors Failure of the navigation sensors Coasting on inertial sensors beyond a specified time limit. Failure of RNAV system components including those affecting flight technical error (e.g. failures of the flight director or automatic pilot) 8.3 – FLIGHT PROCEDURES
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The flight crew must notify ATC of any problem with the RNAV system that results in the loss of the required navigation capability, together with the proposed course of action. In the event of communications failure, the flight crew should continue with the RNAV procedure in accordance with the published lost communication procedure. In the event of loss of P-RNAV capability, the flight crew should invoke contingency procedures and navigate using an alternative means of navigation which may include the use of an inertial system. The alternative means need not be an RNAV system. Incident Reporting Significant incidents associated with the operation of the aircraft which affect or could affect the safety of RNAV operations, need to be reported in accordance with OPS 1.420 (see occurrence reporting on Ch 11 of this manual). Specific examples may include: 1. Aircraft system malfunctions during P-RNAV operations which lead to: Navigation errors (e.g. map shifts) not associated with transitions from an inertial navigation mode to radio navigation mode. Significant navigation errors attributed to incorrect data or a navigation database coding error. Unexpected deviations in lateral or vertical flight path not caused by pilot input. Significant misleading information without a failure warning. Total loss or multiple navigation equipment failure. 2. Problems with ground navigational facilities leading to significant navigation errors not associated with transitions from an inertial navigation mode to radio navigation mode. 8.3.2.14 In-flight Re-planning An in-flight re-planning shall be considered when: destination weather is below the Applicable Operating Minima; insufficient fuel remaining to destination is experienced during the flight and no other actions are effective (8.3.7.4); in case of re-clearance in flight procedure or flight to isolated aerodromes the fuel remaining at proper check points is less than what prescribed in Paragraph 8.3.7.3.(B) and (C); ATC or destination Aerodrome facilities problems dictate so; safety reasons require a diversion. 8.3.2.14.1 Diversion Approaching the Minimum Diverting Fuel (see 8.1.7) the Commander may select to land at destination or at alternate considering: weather conditions at destination or alternate; number of runways at destination or alternate; type and number of approach radio-aids at destination or alternate; crew familiarity’s at destination or alternate; ground and passengers assistance at destination or alternate; delay at destination or alternate. The Commander must land with at least the Final Reserve Fuel at destination or at alternate. If not contact without delay FOPH. For “In-flight re-planning fuel calculation”, refer to the appropriate paragraph in the O.M., part A, section 8.1.7. 8.3.2.14.2 ATC Clearance Before an aircraft diverts, an ATC clearance must be issued.
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The following flight plan information may be required and should be at hand when requesting this clearance: diversion airport route of flight altitude estimated time en-route endurance (hours and minutes) If all information are needed, refer to O.M., part A, chapter 12 (“Intended Changes”). 8.3.2.14.3 Cabin Crew and Passengers Information The Senior Cabin Crew should be advised of diversion potential early enough to plan for cabin service, passenger accommodation and safety. The passengers should be advised promptly of a diversion and the reason for it. 8.3.2.14.4 Notifying Company. Time permitting , the Commander shall try to contact the Company or the destination station informing about the diversion. In any case when on ground the Company or station manager must be informed. 8.3.2.14.5 Crew responsibility after landing. The Commander should confirm that there are adequate provisions for passenger handling at the diversion airport. If the ground staff are insufficient to provide an acceptable level of customer service, the Commander may use his crew for customer service. The Commander of the aircraft is ultimately responsible to ensure that the aircraft, baggage, cargo and mail are free from risk or danger. This may require co-ordination with the local ground handling agent or airport authority if security is questionable; for example, due to the parking location. 8.3.2.15 Abnormal, Emergency or events of System Degradation procedures. While final judgement can only be made by the Commander after consideration of relevant factors such as aircraft condition, weather etc., it is considered appropriate that a diversion to the nearest suitable airfield should be made in the following situations: Engine Failure; Loss of two or more generators or hydraulic system Uncontrollable depressurisation; Fuel leaks; In-flight fire/smoke; Pilot incapacitation. Whenever a procedure calls for LAND ASAP, the seriousness of the situation and selection of a suitable aerodrome are to be considered. In any case, the Commander shall not decide to land at a suitable aerodrome instead of landing at the nearest suitable aerodrome unless he is satisfied that the course adopted is as safe as landing at the nearest suitable aerodrome and he has taken into account factors which may affect the safety of the aircraft. In case of system failure or degradation occurring in flight, adequate procedures are given in AOM, G/B and the QRH as applicable. 8.3.2.15.1 Engine Failure Following an engine failure on any twin-engines aircraft in flight, the requirement is to land at the nearest suitable airport. 8.3 – FLIGHT PROCEDURES
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In the event of an engine failure on take off, the flight should be discontinued and land at airport of departure or at Take off Alternate. For the operational procedures, refer to O.M., part B. For the procedures with ATC, refer to O.M., part C, “Emergency”. 8.3.2.15.2 Uncontrollable Loss of Cabin Pressurisation During flight at high altitudes, all Flight Crew members must be prepared for an (explosive) decompression of the cabin. An emergency descent must be initiated immediately, in order to protect passengers and crew due to the limited availability of emergency oxygen. It has, however, to be considered that an emergency descent as such exposes the aeroplane, its occupants and other aeroplanes in the area to further hazards. When it becomes apparent that an emergency descent must be made, the aim must be to bring the aeroplane down rapidly to an altitude where the occupants can breathe normally. Do not make a steeper descent than the situation warrants. Recommended initial level-off altitude is 10,000 or Minimum En-route IFR Altitude (MEA). An higher intermediate level can be maintained as long as supplementary oxygen is available for passengers and crew. By the estimate time of expiring oxygen supply the aircraft should be level at 10000 ft. For the operational procedures, refer to O.M., part B. 8.3.3 Altimeter Setting Procedures 8.3.3.1 Pressure Altimeters 8.3.3.1.1 General Policy It is Operator policy to use QNH on take-Off and landing except in airports where QFE has to be used for State Regulations. 8.3.3.1.2 Altimeter Setting Procedures A. Take-Off. All the altimeters set to QNH B. Climb. All the altimeters to Standard Pressure (QNE), 1013.2 HPa when passing Transition Altitude. Cross check. C. Cruise. All the altimeters to Standard. When a third altimeter is fitted and a mountain area is over-flown it can be set with the relevant QNH of the zone. D. Descent. Set QNH on all the altimeters when cleared for an altitude and approaching transition level. Crosscheck baro setting and altitude readings. [See point 8.1.3.8. (Pressure different from Standard) for procedure when operating in a low pressure area with terrain clearance a factor] E. Approach and Landing. All the altimeters on airfield QNH. Whenever an altimeter setting is changed each pilot will call out the new setting and check altitudes. For altimeters use and setting, flying in a RVSM air space, refer to Pilot Support Manual Part D. 8.3.3.1.3 Altimeter Discrepancies in Flight Except on aircraft fitted with 3 air data reference (ADC) systems, where a faulty system can be identified, when a difference between altimeter readings occurs during climb or cruise, the average of the two readings should be used. 8.3 – FLIGHT PROCEDURES
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When a difference occurs during the descent and approach phases, the lower reading will be used to determine safety height and critical heights. In the event of an altimeter error which is within permissible tolerances becoming apparent during pre-departure checks, it should not be applied as a correction during flight. Tolerances may be check on Part B 8.3.3.2 Setting of radio altimeter. Whenever the type of radio altimeter permits it shall be set to 2,500 ft as a routine procedure for ground proximity warning purposes. When conducting CAT II or CAT III approaches the radio altimeter shall be set to the appropriate radio altimeter setting height (RA). 8.3.4 Altitude Alerting System Procedures The system is designed to give warning of an inadvertent departure from an assigned level or altitude and also to alert the crew to the fact that they are approaching the assigned level when climbing or descending. Its operational functions are described in the Operations Manual, part B. 8.3.5 Ground Proximity Warning System (GPWS) Procedures Enhanced Ground Proximity Warning Systems are fitted to all Operator aircraft. A description of the systems fitted, modes available and how to proceed can be found in the Operations Manual, part B (FCOM and QRH). 8.3.5.1 Deactivation The GPWS may not be deactivated (by pulling circuit breakers or use, for instance, an inhibit switch, where fitted) except for approved procedures. 8.3.5.2 Activation Any GPWS activation must be reported in writing to the flight operations whether genuine or spurious, unless the dynamic of the activation is clear and no highlights must be done. Where such an activation indicates a technical malfunction of the system an appropriate entry should also be made in the technical log. 8.3.6 Policy and Procedures for the use of TCAS/ACAS 8.3.6.1 General All Air Italy aircraft are equipped with mode S Transponders, fitted with TCAS. For detailed operating instructions, refer to OM Part B. While in VMC proper vigilance must be maintained in order to avoid in-flight collisions (See and avoid concept). To this end Flight Crews will employ TCAS and ATC as aids to maintain situational awareness of surrounding traffic. Warning TCAS cannot provide an alert for traffic conflicts with aircraft without operating transponders. It generates both Resolution Advisories (RA) and Traffic Advisories (TA) in respect of aircraft predicted to enter the TCAS 'collision area' only when these aircraft are fitted with transponders replying in Mode C and Mode S. It can generate only Traffic Advisories against intruder aircraft whose transponders reply in Mode A (non-altitude reporting). 8.3.6.2 Mode Selection TCAS operation should be initiated just before take off and continued until after landing.
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To maximise the benefits to be derived from the system, operation in TA/RA mode is recommended at all times except in the following cases when TA mode only should be selected: visual contact with known traffic; flying in known close proximity to other aeroplane; when operating where more than one runway is used; prevent nuisance warning. When taking-off with TCAS in TA mode due to multi-runways in use, the TCAS must be switched in TA/RA mode just upon selecting the Flaps Lever to “zero” position. When landing with TCAS in TA mode due to multi-runways in use, the TCAS must be switched in TA mode just upon selecting the Flaps Lever out of “zero” position. In all the other cases, TCAS mode must be in TA/RA upon the limiting factor is expired. 8.3.6.3 Operating Procedures A description of the operating procedures can be found in OM, Part B. Note that the corrective action must never be opposite to that indicated by the RA, be in the correct sense indicated by the RA even if in conflict with the vertical element of an ATC instruction and be the minimum possible to comply with the RA indication. 8.3.6.4 Reporting Requirement In the event of an Corrective Resolution Advisory occurring in flight, the appropriate form (Pilot Air Safety Report in Appendix C) must be completed by the Commander after landing and sent with the fastest possible way to Safety Pilot (fax) and to Flight Operations (flight envelope). If the dynamic of the activation is entirely clear and no highlights about the event needs to be done the procedure may be suspended by the Safety Pilot. 8.3.7 Policy and Procedures for In-flight Fuel Management 8.3.7.1 General The fuel on board when starting the engines must not be less than the minimum fuel quantity defined at point 8.1.7.. Whenever conditions required by the in-flight fuel management are not longer fulfilled or other factors, such as the situation at destination or destination alternate, become critical, the Commander must make an early decision according to the stage of flight whether to proceed further or to make an intermediate landing before safety is jeopardised. For fuel definitions, see paragraph 8.1.7.. 8.3.7.2 In-Flight Fuel Management Responsibilities It is the Commander's responsibility to manage the flight in such a way that the Operator's fuel policy is achieved. A Commander must ensure that the amount of usable fuel remaining in flight is not less than the fuel required to proceed to an aerodrome where a safe landing can be made, with Final Reserve Fuel remaining. Note: Temporarily the arrival fuel on FMS may drop down below the minimum if the actual flight conditions does not reflect the planned or the data into the computer are not correct. If the fuel figures are below this value, refer to point “Insufficient Fuel Remaining”. The Commander must declare “Priority Fuel” or “Emergency Fuel” whenever he is in a situation that requires to do so (see appropriate paragraph). 8.3.7.3 Fuel Checks Fuel checks must be carried out at regular intervals, compared with the expected trip fuel (planned consumption) and recorded on OFP by the PM: 8.3 – FLIGHT PROCEDURES
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before start up; before take off (if the taxi has been very long); over check points specified on OFP or least at hourly interval; at least one time for short flight; at the arrival. Fuel remained on board must be recorded at the end of each trip on Tec Log. The OFP is to be placed in the Flight Envelope and returned to the Operations Department. Airborne fuel usage must be monitored and frequent checks must be made (and recorded) to ensure that the fuel remaining is not less than that required to satisfy the Operator's minimum requirements as follows: A. Normal Flight. For flights that use the normal planning formula the fuel expected to remain at the Missed Approach Point (MAP) of the intended destination should not be less than the sum of: Alternate Fuel; Final Reserve Fuel; B. Use of Isolated Aerodromes. For flights that use the Isolated Aerodromes formula, on passing the Latest Point of Diversion the fuel expected to remain overhead the intended destination should not be less than the Holding Reserve Fuel requirement as dictate in point 8.1.7.1.3.5. In case of insufficient fuel the Commander shall proceed to a suitable en-route alternate. Crew must obtain, before passing this point, the weather conditions as well as the traffic and operational conditions existing at the destination and a current forecast for the time of expected arrival before a decision will be made to continue or divert to a suitable enroute alternate. C. Re-clearance in Flight. On a flight using the RCF procedure, in order to proceed to the “new” destination aerodrome (originally desired), the commander must ensure that the usable fuel remaining at the decision point is at least the total of: Trip fuel from the decision point to the “new” Destination aerodrome; and; Contingency fuel equal to 5% of trip fuel from the decision point to the “new” Destination aerodrome; and; “New” Destination aerodrome alternate fuel, if a “new” Destination alternate aerodrome is required; and Final reserve fuel D. On a flight using the PDP procedure in order to proceed to the destination aerodrome, the commander must ensure that the usable fuel remaining at the PDP is at least the total of: Trip fuel from the PDP to the destination aerodrome; and Contingency fuel from the PDP to the destination aerodrome calculated in accordance with OM Part B ch 8.1 If these conditions are not satisfied at the decision point the Commander must divert the flight to an en-route alternate. If the flight doesn’t need a destination alternate the Alternate Fuel on the sums above may be disregarded.
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8.3.7.4 Insufficient Fuel Remaining The Flight is in a situation of Insufficient Fuel Remaining when the estimate fuel at destination MAP is below the MDF (Alternate Fuel + Final Reserve Fuel). In this case the Commander should: adjust cost index value/aircraft speed; obtain a more direct routing; fly at a more appropriate flight level; select an alternate aerodrome which is closer to the destination airfield than that specified in the ATC flight plan in order to reduce the Alternate Fuel requirement. If, after the above actions, the Flight is still in Insufficient Fuel remaining. the Commander must either take into account the traffic and the operational conditions prevailing at the destination aerodrome, at the destination alternate aerodrome and at any other adequate aerodrome, in deciding whether to proceed to the destination aerodrome or to divert so as to perform a safe landing with not less than final reserve fuel. the final reserve fuel if no alternate aerodrome is required, the commander must take appropriate action and proceed to an adequate aerodrome so as to perform a safe landing with not less than final reserve fuel 8.3.7.5 Priority and Emergency Fuel 8.3.7.5.1 Priority Fuel Whenever a flight is in a situation of Insufficient Fuel Remaining and no suitable En-Route Alternates are available (paragraph 8.3.7.4.) the Commander must advise ATC of the situation declaring “Priority Fuel”. With the term “Priority Fuel” the ATC is advised that the aeroplane cannot accept any delay action. No priority in the landing sequence will be given by the ATC agencies to the aeroplane with “Priority Fuel” declaration. Note: Before considering the Flight in a “Priority Fuel” situation, all actions reported in the above 8.3.7.4. must be performed. The term “Priority Fuel” is not recognised in most States. 8.3.7.5.2 Emergency Fuel: Urgency Signal When the Commander becomes aware that the fuel on board will drop below the Final Reserve Fuel figure before landing, he must consider the Flight in a Urgent situation and advise accordingly ATC Agency (PAN-PAN). Note: Before considering the Flight in an “Emergency Fuel” situation (PAN-PAN), all actions reported in the above 8.3.7.4. must be performed. The term «Emergency Fuel» is not recognised in most States. 8.3.7.5.3 Emergency Fuel: Distress Signal When the fuel on board is below the Final Reserve Fuel figure, Commander must consider the Flight in a Distress situation and advise accordingly ATC Agency (MAYDAY). Note: The term «Emergency Fuel» is not recognised in most States. 8.3.7.6 Fuel System Handling Both pilots must be involved of all fuel panel and configuration changes affecting the tank to engine fuel feed system. Where practicable such changes will be monitored.
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8.3.7.7 Post Flight A fuel remaining 'on blocks' figure should be calculated using fuel used readings to provide a cross-check on fuel quantity gauge accuracy. The fuel remaining figure must be recorded in the Technical Log. If the aircraft has landed with less than the Minimum Landing Fuel remaining a special air safety report must be made to the Flight Operations Post Holder. 8.3.8 Adverse and Potentially Hazardous Atmospheric Conditions 8.3.8.1 Thunderstorms The Meteorological Office issues warnings, in the form of SIGMET messages, of “active thunderstorm areas” when thunderstorms are, or are expected to be, sufficiently widespread to make their avoidance by aircraft difficult, e.g. a line of thunderstorms associated with a front or squall line or extensive high level thunderstorms. In addition, Commanders are required to send a special air report when conditions are encountered which are likely to affect the safety of aircraft. Such a report, of itself, would be the basis of a SIGMET warning. 8.3.8.1.1 SIGMET Warnings The Meteorological Office does not issue SIGMET messages in relation to isolated thunderstorm activity (unless prompted by an AIREP SPECIAL) and the absence of SIGMET warnings does not therefore necessarily indicate the absence of thunderstorms. 8.3.8.1.2 Thunderstorm Hazards The most important hazards associated with thunderstorms are discussed briefly below. A. Squalls. Accidents have occurred during the Take-Off, initial climb and final approach phases of flight, which were probably due in part, if not entirely, to the effect of a rapid variation in wind velocity known as a squall. Unlike the erratic fluctuations caused by gusty, a squall gives rise to airspeed fluctuations of a more sustained nature and is therefore likely to be more dangerous. Gusty is likely to accompany squall conditions. Thunderstorms frequently produce squalls and, although it is hazardous at all levels, it is in the lower levels that squalls may have more drastic consequences. Winds caused by the outflow of cold air from the base of a thunderstorm cell have been known to change in shallow layers of a few hundred ft by as much as 50 kts in speed and 90° or more in direction. B. Tornadoes. The most violent thunderstorms draw air into their cloud bases with great vigour. If the incoming air has any initial rotating motion, it often forms an extremely concentrated vortex from the surface well into the cloud. Meteorologists have estimated that wind in such a vortex can exceed 200 kts. Pressure inside the vortex is quite low. The strong winds gather dust and debris and the low pressure generates a funnelshaped cloud extending downward from the cumulonimbus base. If the cloud does not reach the surface, it is a «funnel cloud»; if it touches a land surface, it is a «tornado». Tornadoes occur with both isolated and squall line thunderstorms. Reports or forecasts of tornadoes indicate that atmospheric conditions are favourable for violent turbulence. An aircraft entering a tornado vortex is almost certain to suffer structural damage. 8.3 – FLIGHT PROCEDURES
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Since the vortex extends well into the cloud, a pilot inadvertently caught on instruments in a severe thunderstorm could encounter a hidden vortex. Families of tornadoes have been observed as appendages of the main cloud extending several miles outward from the area of lightning and precipitation. Thus any cloud connected to a severe thunderstorm carries a threat of violence. C. Turbulence. Potentially hazardous turbulence is present in all thunderstorms, and a severe thunderstorm can destroy an aircraft. Strongest turbulence within the cloud occurs with shear between updraughts and downdraughts. Severe up and down draughts of comparable intensity, often in close proximity to each other, exist within the thunderstorm and frequently reach speeds in excess of 3,000 ft per minute. Sharp edged gusts with vertical velocities of 10,000 ft per minute have been measured. The horizontal extent of these draughts may occasionally be more than a mile. The top of a developing cell has been observed to rise at more than 5,000 ft per minute. When thunderstorms are associated with frontal conditions, areas of “line squall” activity can extend for more than 100 miles. The vertical extent of storms will vary considerably, but it is not uncommon for them to penetrate the tropopause and exceed 40,000 ft in temperate latitudes and 60,000 ft in sub-tropical regions. Although an individual cell will usually last for less than an hour, a storm system with new cells developing and old ones decaying, may persist for several hours. Outside the cloud, shear turbulence has been encountered several thousand ft above and 20 miles laterally from a severe storm. A low level turbulent area is the shear zone associated with the gust front. Often, a “roll cloud” on the leading edge of a storm marks the top of the eddies in this shear and it signifies an extremely turbulent zone. Gust fronts often move far ahead (up to 15 miles) of associated precipitation. The gust front causes a rapid and sometimes drastic change in surface wind ahead of an approaching storm. It is almost impossible to hold a constant altitude in a thunderstorm, and manoeuvring in an attempt to do so produces greatly increased stress on the aircraft. It is understandable that the speed of the aircraft determines the rate of turbulence encounters. Stresses are least if the aircraft is held in a constant attitude and allow to “ride the waves”. To date, there is no sure way to pick «soft spots» in a thunderstorm. D. Icing. Updraughts in a thunderstorm support abundant liquid water with relatively large droplet sizes. When carried above the freezing level, the water becomes supercooled. When temperature in the upward current cools to about –50°C, much of the remaining water vapour sublimates as ice crystals. Above this level, at lower temperatures, the amount of supercooled water decreases. Supercooled water freezes on impact with an aircraft. Clear icing can occur at any altitude above the freezing level, but at high levels, icing from smaller droplets may be rime or mixed rime and clear. The abundance of large, supercooled water droplets makes clear icing very rapid between 0°C and –15°C and encounters can be frequent in a cluster of cells. Thunderstorm icing can be extremely hazardous. 8.3 – FLIGHT PROCEDURES
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E. Hail. Hail competes with turbulence as the greatest thunderstorm hazard to aircraft. Supercooled drops above the freezing level begin to freeze. Once a drop has frozen, other drops latch on and freeze to it, so the hailstone grows sometimes into a large iceball. Large hail occurs with severe thunderstorms with strong updraughts that have built to great heights. Eventually, the hailstones fall, possibly some distance from the storm core. Hail may be encountered in clear air several miles from dark thunderstorm clouds. As hailstones fall through air whose temperature is above O°C, they begin to melt and precipitation may reach the ground as either hail or rain. Rain at the surface does not mean the absence of hail aloft. Hail should be regarded as a possibility with any thunderstorm, especially beneath the anvil of a large cumulonimbus. Hailstones larger than a half inch in diameter can significantly damage an aircraft in a few seconds. F. Low Ceiling and Visibility. Generally, visibility is near zero within a thunderstorm cloud. Ceiling and visibility also may be restricted in precipitation and dust between the cloud base and the ground. The restrictions create the same problem as all ceiling and visibility restriction but the hazards are increased manifold when associated with the other thunderstorm hazards of turbulence, hail, and lightning. These combine to make precision instrument flying virtually impossible. G. Pressure Changes - Effect on Altimeters. Pressure usually falls rapidly with the approach of a thunderstorm, then rises sharply with the onset of the first gust and arrival of the cold downdraught and heavy rain showers, falling back to normal as the storm moves on. This cycle of pressure change may occur in 15 minutes. If the pilot does not receive a corrected altimeter setting, the altimeter may be more than 100 ft in error. H. Lightning. A lightning strike can puncture the skin of an aircraft and can damage communications and electronic navigational equipment. Although lightning has been suspected of igniting fuel vapours causing explosion, serious accidents due to lightning strikes are extremely rare. Nearby lightning can blind the pilot rendering him momentarily unable to navigate either by instrument or by visual reference. Nearby lightning can also induce permanent errors in the magnetic compass. Lightning discharges, even distant ones, can disrupt radio communications on low and medium frequencies. Though lightning intensity and frequency have no simple relationship to other storm parameters, severe storms, as a rule, have a high frequency of lightning. I. Static. An understanding of the effect of static electricity on radio equipment is important. It is detrimental to the performance of MF and HF equipment but has little or no effect upon VHF and UHF. On MF and HF, static may cause the signal to noise ratio to be such that communications are impossible. In these conditions navigational aids, such as nondirectional beacons (NDB), must be used with extreme caution due to the fluctuating or erroneous indications that occur. 8.3 – FLIGHT PROCEDURES
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J. Water Ingestion. Turbine engines have a limit on the amount of water they can ingest. Updraughts are present in many thunderstorms, particularly those in the development stages. If the updraught velocity in the thunderstorms approaches or exceeds the terminal velocity of the failing raindrops, very high concentrations of water may occur. It is possible that these concentrations can be in excess of the quantity of water turbine engines are designed to ingest. Therefore, severe thunderstorms may contain areas of high water concentration which could result in flameout and/or structural failure of one or more engines. At the present time, there is no known operational procedure that can completely eliminate the possibility of engine damage/flameout during massive water ingestion. Although the exact mechanism of these water induced engine stalls has not been determined, it is felt that thrust changes may have an adverse effect on engine stall margins in the presence of massive water ingestion. Avoidance of severe storm systems is the only measure assured to be effective in preventing exposure to this type of multiple engine damage/flameout. During an unavoidable encounter with severe storms with extreme precipitation, the best known recommendation is to follow the severe turbulence penetration procedure contained in the approved aircraft flight manual with special emphasis on avoiding thrust changes unless excessive airspeed variations occur. 8.3.8.1.3 Thunderstorm Avoidance - Limitations of Weather Radar Airborne weather avoidance radar is designed, as its name applies, for avoiding severe weather - not for penetrating it. Whether to fly into an area of radar echoes depends on echo intensity, spacing between the echoes and the capabilities of the aircraft and its radar. It should be remembered that weather radar detects only precipitation drops. It does not detect turbulence. Therefore the radar scope provides no assurance of avoiding turbulence. Neither does it provide assurance of maintaining VMC - clear areas between echoes do not necessarily mean that the aircraft can fly between the storms and maintain visual sighting of them. Pilots should be in no doubt about the functions of airborne weather radar. It is provided to enable them to avoid thunderstorms and not to assist them in penetrating areas of storm activity. Some guidance on the distances by which thunderstorms should be avoided is given in the O.M., part B (use of the airborne radar techniques). More details on avoiding distances are given in the table below: ALT x 1,000 ft
0÷20
20÷23 23 +
ECHO CHARACTERISTICS GRADIENT of SHAPE INTENSITY RATE of CHANGE INTENSITY Avoid by 10 NM Avoid by 6 Avoid by 5 NM Avoid by 10 NM Echoes Echoes with NM Echoes hooks fingers, with sharp Echoes with strong showing, rapid changes gradients of or shape, height or scalloped edges edges or intensity intensity or other strong protrusions intensifies Avoid all Echoes by 10 NM Avoid all Echoes by 20 NM
ISO-echo produces a hole in a strong echo when the returned signal is above pre-set value. 8.3 – FLIGHT PROCEDURES
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If flight is over storm clouds, always maintain at least 5,000 ft vertical separation from cloud tops - but note the difficulty of estimating this separation. If aircraft radar is inoperative, avoid by at least 10 NM any storm that by visual inspection is tall, growing rapidly, or has an anvil top. intermittently monitor long range on radar to avoid getting into situations where no alternative remains but the penetration of hazardous areas. 8.3.8.1.4 Procedures and Flying Techniques A thunderstorm should never be regarded tightly. Avoiding thunderstorms is the best policy. The following guidance is offered in respect of thunderstorm avoidance: do not land or Take-Off in the face of an approaching thunderstorm. A sudden gust front of low level turbulence could cause loss of control; do not attempt to fly under a thunderstorm even if it possible to see through to the other side. Turbulence and wind shear under the storm could be disastrous; do not fly without airborne radar into a cloud mass containing scattered embedded thunderstorms. Scattered thunderstorms not embedded usually can be visually circumnavigated; do not trust the visual appearance to be a reliable indicator of the turbulence inside a thunderstorm; avoid any thunderstorm identified as severe or giving an intense radar echo. This is especially true under the anvil of a large cumulonimbus; do circumnavigate the entire area if the area has 5/8 (more than a half) thunderstorm coverage; do remember that vivid and frequent lightning indicates the probability of a severe thunderstorm; do regard as extremely hazardous any thunderstorm with tops 35,000 ft or higher whether the top is visually sighted or determined by radar. 8.3.8.1.5 Techniques If it is found that it is not possible either by visual means or by using radar to avoid flying through or near to a thunderstorm, the following procedures and techniques, evolved from research and operational experience, are recommended: approaching the thunderstorm area ensure that crew members’ Safety Belts are firmly fastened and secure any loose articles; switch on the Seat Belt signs and make sure that passengers are securely strapped in and that loose equipment is firmly secured. Pilots should remember that the effect of turbulence is normally worse in the rear of the aircraft than on the flight deck; one pilot should fly the aircraft on auto-pilot and the other monitor the flight instruments continuously; select a height for penetration bearing in mind the importance of ensuring adequate terrain clearance. Investigations have shown that although in some thunderstorms there is little turbulence at the lower levels, in others there is a great deal; height is not necessarily a guide to the degree of turbulence; in cruise disconnect the auto-throttle, if engaged, and set the power to give the recommended speed for flight in turbulence, adjust the trim and note its position so that any excessive changes due to auto-pilot or Mach Trim can be quickly assessed; check all flight instruments; ensure that the pitot heaters are switched on. Icing can be very rapid at any altitude and can cause almost instantaneous power or airspeed indication loss; 8.3 – FLIGHT PROCEDURES
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check the operation of all anti-icing/de-icing equipment and operate all these systems in accordance with procedures; turn off any radio equipment made useless by static; turn the flight deck lighting fully on to minimise the blinding effect of lightning flashes; plan and hold a course to pass through the storm area in minimum time; follow the manufacturers' or operators' recommendations on the use of auto-pilot. If these are not stated, height, Mach, rate of climb or descent and airspeed locks should be disengaged, but the yaw damper(s), if fitted, should be operative. On many aircraft the auto-pilots, when engaged in a suitable mode (turbulence or basic altitude modes), is likely to produce lower structural loads than would result from manual flight. However, if major trim movements occur due to the auto-pilots automatic trim, the auto-pilot should be disengaged; A. continue monitoring the weather radar in order to pick out the safest path. Tilt the antenna up and down occasionally to detect thunderstorm activity at altitudes other than that being flown; be prepared for turbulence, rain, hail, snow, icing, lightning and static discharge. If hail, heavy rain or icing is encountered, switch on the continuous ignition system: avoid flying over the top of a thunderstorm whenever possible. Overfilling small convective cells close to large storms should also be avoided, particularly if they are on the upwind side of the large storm, because they may grow very quickly; turbulence penetration speeds quoted in flight manuals provide a single speed or a speed bracket - increasing height will decrease the buffet margin and up-currents may force the aircraft into buffet; within the Storm Area: - if the aircraft has to be hand flown, one pilot should fly the aircraft regardless of all else; - concentrate on maintaining a constant pitch attitude appropriate to climb, cruise or descent, by reference to the attitude indicators, carefully avoiding harsh or excessive control movements - let the aircraft “ride the waves”. - do not be misled by conflicting indications on other instruments. - do not allow large attitude excursions in the rolling plane to persist because these may result in nose down pitch changes; - maintain the original heading. - do not turn back once in the thunderstorm. - a straight course through the storm is most likely the quickest path out of the hazards. - do not attempt turns. - turning manoeuvres increase the stress on the aircraft; - do not correct for height gained or lost through up and down draughts unless absolutely necessary; - maintain the trim settings and avoid changing the power setting except when necessary; - restore margins from stall warning or high speed buffet. The target pitch attitude should not be changed unless the mean IAS differs from the recommended penetration speed by more than, say, 20 Kts; - if trim variations due to the auto pilot are large, the auto-pilot should be disengaged. Check that the yaw damper remains engaged; 8.3 – FLIGHT PROCEDURES
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if negative «g» is experienced, temporary warnings (e.g. low oil pressure) may occur. These should be ignored; - on no account climb in an attempt to get over the top of the storm; - stay on instruments. Looking outside the flight deck can increase the danger of temporary blindness from lightning. 8.3.8.1.6 Take-Off and Landing Problems The Take-Off, initial climb, final approach and landing phases of flight present the pilot with additional problems because of the aircraft's proximity to the ground and because the maintenance of a safe flight path in these phases can be very difficult. Because of the unpredictable nature of turbulence, windshear and local pressure variations in the lower levels of thunderstorms, and the difficulty of measuring or forecasting them, it is not possible to lay down any precise recommendations for aircraft handling in these circumstances. The best advice that can be given to the pilot is that, when there are thunderstorms over or near the airport, he should delay Take-Off or, when approaching to land, hold in an unaffected area or divert to a suitable alternate. 8.3.8.1.7 Conclusions Avoid severe thunderstorms even at the cost of diversion or an intermediate landing. If avoidance is impossible, the procedures recommended should be used. 8.3.8.2 Icing Conditions Wind tunnel and flight tests indicate that ice, frost or snow formations on the leading edge and upper surface of a wing, with a thickness and surface roughness similar to medium or coarse sand paper, can reduce wing lift by as much as 30% and increase drag by 40%. If surface roughness is present (for any reason including ice formations) the airworthiness of the aircraft may be affected and Take-Off should not be attempted unless it has been ascertained that all critical components of the aircraft are free of adhering snow, frost, or other ice formations. In all cases, the Commander has the ultimate responsibility for ensuring that his aircraft is in a condition for safe flight. Under conditions of precipitation, or where moisture can be splashed, blown or sublimated onto critical surfaces in subfreezing weather many factors influence whether ice, frost or snow may accumulate and result in surface roughness. These factors cannot be quantified nor can the effect that surface roughness may have on aircraft performance or handling characteristics. Air tests have indicated that light ice can reduce the one-engine-inoperative climb capability by about 50% while heavy contamination may prevent the aircraft maintaining altitude at V2 with one engine inoperative. Contamination may result in stall flight characteristics becoming apparent before the stick shaker warning operates. During any winter Take-Off, when atmospheric conditions are conducive to contamination, the pilot should be aware that increasing buffet and/or pitch and roll activity may be an indication of premature stall caused by wing contamination. These indications are an immediate signal to recover from an impending stall consistent with ground proximity, regardless of whether or not stick shaker has activated. For Anti ice procedure refer to appropriate section of OM part B.
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8.3.8.2.1 Influence of High Ground on Aircraft Icing Frontal systems, particularly warm fronts in winter with vigorous air circulation which become slow moving or stationary due to the influence of high ground, should always be considered a serious hazard. Fronts that stagnate in mountainous areas are liable to orographic lifting which may develop areas of freezing rain, embedded cumulonimbus, intense icing and severe turbulence. The above phenomena may not be evident to a forecaster working from surface observations. Icing may be encountered at very low temperatures where normally none would be expected, and this is accentuated when the air stream is at right angles to the mountain barrier. This condition is also suitable for a wave-like flow beyond the mountains. The high terrain produces or accentuates the vertical motion of air in certain air masses, and the regions of marked uplift may not be located directly over the mountain ranges. Since altitude selection will not always guarantee avoidance of heavy icing, Commanders should consider an alternative route or postpone the flight until the front is well clear of the area. Climb or descent through a well developed front which has stagnated against a mountain barrier can be hazardous for even aircraft with the most modern de-icing or anti-icing equipment. When operating a flight which involves the penetration of stagnant frontal or well developed vertical cloud condition. against mountain barriers, the wisest course is to climb above the cloud before setting course. On descent, rather than descending through the front, maintaining cruising level until clear of the front should be considered. During descent the power output from engine and/or wing de-icers may not be sufficient to maintain adequate protection unless power settings are increased so as to maintain sufficient temperatures. The resulting decrease in rate of descent may require descent to be initiated sooner than usual. 8.3.8.3 Turbulence For turbulence information, refer to Ch 8.3. 8.3.8.4 Wind Shear 8.3.8.4.1 Definitions A. Windshear. Windshear is best described as a change in wind direction and/or speed in a very short distance in the. atmosphere. Under certain conditions, the atmosphere is capable of producing some dramatic shears very close to the ground. For example, wind direction changes of 180 degrees and speed changes of 50 Kts or more within 200 ft of the ground have been observed. It has been said that wind cannot affect an aircraft once it is flying except for drift and groundspeed. However, studies have shown that this is not true if the wind changes faster than the aircraft mass can be accelerated or decelerated. The most prominent meteorological phenomena that cause significant low level wind shear problems are thunderstorms and certain frontal systems at or near the airport.
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B. Shear. A sudden and abrupt change in wind direction and/or velocity, which results in the aircraft having a tendency to decrease airspeed and/or under fly the intended approach path. It can result from either a decrease in the headwind component being encountered by the aircraft or an increase in the tailwind component. C. Reverse Shear. A sudden and abrupt change in wind velocity, which results in the aircraft having a tendency to increase airspeed and/or overfly the intended approach path. It can result from an increase in the headwind component or from a decrease in the tailwind component. If after stabilisation on approach a 'shear' condition (reducing headwind or increasing tailwind) is experienced and no counter measures are taken, the IAS will fall and the aircraft will tend to descend below the glide slope. Increased power will be required to recover the situation. When stable wind conditions are reached below the shear layer, a second adjustment, reducing power, will be required in order to re-establish the aircraft in the new stable conditions. If after stabilisation on the approach, a 'reverse shear' condition is encountered (reducing tailwind or increasing headwind) and no counter measures are taken, the IAS will increase and the aircraft will go above the glide slope. Decreased power will be required to recover the situation. When stable wind conditions are reached below the shear layer, a second adjustment, increasing power, will be required in order to re-establish the aircraft in these new stable conditions. 8.3.8.4.2 Detecting Wind Shear Aircraft may not be capable of safely penetrating all intensifies of low level wind shear. Pilots should, therefore, learn to detect, predict and avoid severe wind shear conditions. Severe wind shear does not strike without warning. It can be detected by utilising the following methods and pilots are thus advised to: A. analyse the weather during preflight: - If thunderstorms are observed or forecast at or near the airport, be alert for the possibility of wind shear in the departure or arrival areas; - check the surface weather charts for frontal activity. Determine the surface temperature difference immediately across the front and the speed at which the front is moving. A 10°F (5°C), or greater, temperature differential, and/or a frontal speed of 30 Kts or more, is an indication of the possible existence of significant low level wind shear; B. be aware of pilot reports (PIREPS) of wind shear. It is recommended that pilots report any wind shear encounter to Air Traffic Control. This report should be in specific terms and include the loss/gain of airspeed due to the shear and the altitude(s) at which it was encountered. Reported shear that causes airspeed losses in excess of 15 to 20 Kts should be avoided. Reported shears associated with a thunderstorm should also be avoided due to the speed with which some storms move across the ground. The storm movement can cause one aircraft to encounter an airspeed increase which may appear harmless whereas the next aircraft can encounter a severe airspeed loss; 8.3 – FLIGHT PROCEDURES
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assume that severe wind shear is present when the following conditions exist in combination: a. extreme variations in wind velocity and direction in a relatively short time span; b. evidence of a gust front such as blowing dust on the airport surface; c. surface temperature in excess of 80°F (25 °C); d. dew point spread of 40°F (22°C) or more; e. Virga (precipitation that fails from bases of high altitude cumulus clouds but evaporates before reaching the ground); D. examine the approach or Take-Off area with the aircraft's radar set to determine if thunderstorm cells are in the vicinity of the airport. A departure or approach should not be flown through or under a thunderstorm cell; E. use the aircraft instruments to detect wind shear; a. if frontal activity does exist, note the surface wind direction to determine the location of the front with respect to the airport. If the aircraft will traverse the front, compare the surface wind direction and speed with the wind direction and speed above the front to determine the potential wind shear during climb-out or approach; b. pilots flying aircraft when INS or groundspeed read-outs are not available should closely monitor their aircraft's performance when wind shear is suspected. When the rate of descent on an ILS approach differs from the nominal values for the aircraft, the pilot should beware of a potential wind shear situation. Since rate of descent on the glide slope is directly related to groundspeed, a high descent rate would indicate a strong tailwind. Conversely, a low descent rate denotes a strong headwind. The power needed to hold the glide slope will also be different from typical no-shear conditions. Less power than normal will be needed to maintain the glide slope when a tailwind is present and more power is needed for a strong headwind. Aircraft pitch attitude is also an important indicator. A pitch attitude which is higher than normal is a good indicator of a strong headwind and vice versa. By observing the aircraft's approach parameters - rate of descent, power, and pitch attitude - the pilot can obtain a feel for the wind he is encountering. Being aware of the wind correction angle needed to keep the localizer needle centred provides the pilot with an indication of wind direction. Comparing wind direction and velocity at the initial phases of the approach with the reported surface winds provides an excellent clue to the presence of,. shear before the phenomenon is actually encountered; F. utilise the Low Level Wind shear Alert System (LLWSAS) at airports where it is available. LLWSAS consists of five or six anemometers around the periphery of the airport, which have their read-outs automatically compared with the centre field anemometer. If a wind vector difference of 15 Kts or more exists between the centre field anemometer and any peripheral anemometer, the tower will let the pilot know the winds from both locations. The pilot may then assess the potential for wind shear. An example of a severe wind shear alert would be the following: «Centre field wind is 230 at 7 Kts wind at the north end of Runway 35 is 180' at 60 Kts.». In this case, a pilot departing on runway 35 would be taking off into an increasing tailwind condition that would result in significant losses of airspeed and, consequently altitude.
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8.3.8.4.3 Aircraft Performance in Wind Shear The following information provides a basis for understanding the operational Procedures recommended in this section. From a power compensation point of view, serious consequences may result on an approach when wind shear is encountered close to the ground after power adjustments have already been made to compensate for wind. Consider an aircraft flying a 3° ILS on a stabilised approach at 140 Kts indicated airspeed (IAS) with a 20 Kts headwind. Assume that the aircraft encounters an instantaneous wind shear where the 20 Kts headwind shears away completely. At that instant, several things will happen. The airspeed will drop from 140 to 120 Kts, the nose will begin to pitch down and the aircraft will begin to drop below the glide slope. The aircraft will then be both slow and low in a 'power deficient' state. The pilot may then pull the nose up to a point even higher than before the shear in an effort to recapture the glide slope. This will aggravate the airspeed situation even further until the pilot advances the throttles and sufficient time elapses at the higher power setting for the engines to replenish the power deficiency. If the aircraft reaches the ground before the power deficiency is corrected, the landing will be short, slow and hard. However, if there is sufficient time to regain the proper airspeed and glide slope before reaching the ground, then the 'double reverse' problem arises. So, as soon as the power deficiency is replenished, the throttles should be pulled back even further than they were before the shear (because power required for a 3° ILS in no wind is less than for a 20 kts headwind). If the pilot does not quickly retard the throttles, the aircraft will soon have an excess of power, i.e, it will be high and fast and may not be able to stop in the available runway length. When on approach in a tailwind condition that shears into a calm wind or headwind, the reverse of the previous statements is true. Initially, the IAS and pitch will increase and the aircraft will balloon above the glide slope. Power should initially be reduced to correct this condition or the approach may be high and fast with a danger of overshooting. However, after the initial power reduction is made and the aircraft is back on speed and glide slope, the 'double reverse' again comes into play. An appropriate power increase will be necessary to re-establish in the headwind. If this power increase is not accomplished promptly, a high sink rate can develop and the landing may be short and hard. The double reverse problem arises primarily in downdraught and frontal passage shear. 8.3.8.4.4 MicroBursts Of the several types of wind shear, it is the sudden speedy appearance of microbursts and their violence that makes them especially hazardous to aircraft. A microburst is a convective downdraught, usually not wider than 2.5 NM, which spreads out near the ground into opposite horizontal components and contains horizontal wind gradients of up to 80-110 kts. The wind speed difference within a very short distance between the inside and outside of a microburst can be as much as 95 kts. Shear may arise from a change in horizontal wind velocity along the flight path or from the existence of a vertical wind component. 8.3 – FLIGHT PROCEDURES
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Horizontal shear affects the airspeed and performance only while the longitudinal component is actually changing, whereas even small but constant vertical wind changes continually affect the flight path. Extreme wind effects can so change airspeed and flight path that it may be impossible to recover the situation. This is a particular risk in the Take-Off and landing configurations, with relatively low airspeed and high drag, when close to the ground. These extreme wind effects are associated with microbursts. Simulator studies of microburst effects on aircraft highlight the following: The downflow of a microburst is much greater at height. Lower down the effect is more dominated by horizontal wind shear. Demonstrations of encounters at various points down the glide slope show vividly that there is no simple recovery formula, for the wind effects are differently distributed according to the transit path location. Three phases are, however, always present, with different extremes of effect depending on the penetration profile: an outward flow that may also be rising; a vertical downflow, with maximum flow at the level of the core cortex; an outflow with still some element of downdraught, especially if the microburst is slanted away. The first phase, with increasing IAS and climb is merely destabilising. The second, with rapid descent but less imposed change in attitude and airspeed, is misleading and dangerous the normal relationship between IAS and angle of attack is broken, and pitch does not relate to flight path. The final phase, with gross loss of airspeed and some downward flow remaining, may be beyond performance limits, if there is little height left. It can be seen that the microburst is a potential killer and must be recognised as such. The only effective answer is to ESCAPE (GoAround), not recovery to continue the approach. 8.3.8.4.5 The MicroBurst Accident Prevention The classic thunderstorm «downburst or microburst cell» has a strong downdraught in the centre of the cell. There is often heavy rain in this vertical flow of air. As the vertical air flow nears the ground it turns 90 degrees and becomes a strong horizontal wind, flowing radially outward from the centre. An aircraft on approach which has not yet entered the cell's flow field will be on speed and on glide slope. As it enters the cell it encounters an increasing headwind. Its airspeed increases, and it balloons above the glide slope. If the pilot does not fully appreciate the situation, he may attempt to regain the glide slope and lose excess airspeed by reducing power and pushing the nose down. Then in a very short span of time the headwind ceases, a strong downdraught is entered and the tailwind begins increasing. The engines spool down, the airspeed drops below Vref, and the sink rate becomes excessive. A missed approach initiated from this condition may not be successful. Note: A missed approach initiated earlier when the aircraft first penetrated the cell would probably be successful since the aircraft was fast and high at this point. 8.3 – FLIGHT PROCEDURES
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A pilot of an aircraft equipped with a groundspeed readout would see the tell-tale signs of a down burst cell shortly after he entered it, i.e. rapidly increasing airspeed with decreasing groundspeed. Angle of Attack in a Downdraught. When an aircraft flies into a downdraught, the relative wind shifts so as to come down from above the horizon. This decreases angle of attack, which in turn decreases lift, and the aircraft starts to sink rapidly. In order to regain the angle of attack necessary to support the weight of the aircraft, the pitch attitude must be significantly increased. Such a pitch attitude may seem uncomfortably high to a pilot. However, a normal pitch attitude will result In a continued sink rate. The wing produces lift based on angle of attack - not pitch attitude. Caution should be observed when a pilot has traversed a downdraught and has pitched up sufficiently to stop the sink rate. If the pilot does not lower the nose of the aircraft quickly when it exits the downdraught, the angle of attack will become too large and may approach the stall angle of attack. Climb Performance Aircraft manufacturers have pointed out that their aircraft still have substantial climb performance (generally in excess of 1000 fpm) at speeds down to stall warning or stickshaker speed, Vss. Energy Trade. There are only two ways an aircraft can correct for a wind shear. There can be an energy trade or a thrust change. Historically, most pilots have opted for a thrust change since they had no idea how much an energy trade would benefit them. Further information on the energy of flight therefore is warranted. The energy of motion (kinetic energy) is equal to 1/2 MV2 where M is the mass of the aircraft and V is the velocity. Kinetic energy is directly convertible to energy of vertical displacement (potential energy). More simply put, airspeed can be traded for altitude or vice versa. It is important to note that adding 10% to the speed of the aircraft results in a 21% increase in kinetic energy because of the velocity being squared. This, of course, explains the concern over stopping an aircraft on the available runway when additional speed is added. The following table shows a typical altitude conversion capability of trading 10 or 20 kts of speed for altitude at various initial speeds. Independent of its mass, the capability of the aircraft to trade airspeed for altitude increases as its initial speed increases. ALTITUDE / SPEED CONVERSION CAPABILITY 10 kts Equivalent 20 kts Equivalent Change ALTITUDE Change ALTITUDE From ÷ to (ft) From ÷ to (ft) 150÷140 128 150÷130 247 140÷130 119 140÷120 230 130÷120 111 130÷110 212 120÷110 102 120÷100 195 110÷100 93 110÷90 177
Trading Altitude for Speed
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A pilot caught in low level wind shear who finds he is slower than the normal airspeed (even though he has gone to maximum power) could lower the nose and regain speed by trading away altitude. (This is trading potential energy for kinetic energy). However, data shows that the penalty for doing this is severe. A large sink rate is built up and a great deal of altitude is lost for a relatively small increase in airspeed. Therefore, at low altitudes this alternative becomes undesirable. It is preferable to maintain the lower airspeed and rely on the aircraft's climb performance at these lower speeds than to push the nose over and risk ground contact. Trading Speed for Altitude. Conversely, a pilot caught in low level wind shear may pull the nose up and trade speed for altitude, i.e., trade kinetic energy for potential energy. If the speed is above V2 or Vref (as applicable), then this trade may well be desirable. If at or below V2 or Vref, such a trade should be attempted only in extreme circumstances. In doing so, the pilot is achieving a temporary increase in climb performance. After he has traded away all the airspeed he desires to trade, he will then be left with a permanent decrease in climb performance. In addition, if ground contact is still inevitable after the trade, there may be no airspeed margin left with which to flare in order to soften the impact. Wind shear simulations have shown, however, that in many cases trading airspeed for altitude (down to Vss) prevented an accident, whereas maintaining Vref resulted in ground impact. Adding Speed for Wind Shear The possibility of having to trade speed for altitude in wind shear makes it attractive to carry some extra speed. However, on landing, if the airspeed margin is not used up in the shear and the aircraft touches down at an excessive speed, the aircraft may not be able to stop on the available runway. It is generally agreed that if a speed margin in excess of 20 kts above Vref appears to be required, the approach should not be attempted or continued. Difficulties of Flying near Vss. It has been stated that in simulations, wind shear «accidents» have been prevented by trading speed for altitude all the way down to Vss. There are difficulties associated with flying at or near Vss which should be recognised. These include: the fact that the pilot often does not know Vss; the stick-shaker mechanism may be miscalibrated (especially on older aircraft); the downdraught velocity may vary, which requires a change in pitch attitude to hold speed; the difficulty of flying a precise airspeed in turbulence, which is often associated with wind shear; turbulence may abruptly decrease the airspeed from Vss to Vs. Wind Shear Indications and Action. Early recognition of abnormal conditions and adequate corrective action are important factors in successfully dealing with wind shear. Full use should be made of all aids available, particularly the Glide Slope. There is a need for added caution in undertaking an approach with limited aids in marginal weather conditions. 8.3 – FLIGHT PROCEDURES
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One pilot should always be on full instrument scan during the final approach to touchdown. No INS equipped aircraft have information available in the comparison of reported surface wind and the clues available from flight instruments. Monitoring rate of descent on the standard glide slope (fixed for a given ground speed) and power settings compared with those normally experienced will give indications of head or tailwind components. Drift angle should also be monitored. Avoidance Recent accidents have highlighted the major wind shear hazards associated with landing while a thunderstorm or cumulonimbus activity is over, or close to, the airfield. The flight crew should be alert for any clues to the presence of windshear along the intended flight path. These include PIREPS, Low Level Windshear Alerting System (LLWAS) Warnings, thunderstorms and Virga (rain that evaporates before reaching the ground). Areas of known windshear which produce airspeed changes greater than 15 Kts, and/or vertical speed changes greater than 500 ft/minute should be avoided. If severe windshear is indicated, delay Take-Off or do not continue an approach. In any case, where a Commander identifies a wind shear greater than 10 Kts at 100 ft or where his rate of descent and airspeed become unstable below 500 ft, he should GO AROUND and make a further approach provided no greater emergency exists. Prevention. If windshear is suspected, be especially alert to any of the danger signals and be prepared for the possibility of an inadvertent encounter. In such cases the following preventative actions are recommended: Take-Off. A. use maximum Take-Off power instead of reduced power; B. use the longest suitable runway; C. be alert for any airspeed fluctuations during Take-Off and initial climb. Such fluctuations may be the first indication of windshear; D. if windshear should be encountered near Vr and airspeed suddenly decreases, there may not be sufficient runway left to accelerate back to the normal Vr. If there is insufficient runway left to stop, initiate a normal rotation at least 2,000 ft before the end of the runway even if airspeed is low. Higher than normal attitudes may be required to lift off in the remaining runway; E. know the all-engine initial climb pitch attitude. Rotate at the normal rate to this attitude for all non-engine failure Take-Offs. Minimize reductions from the initial climb pitch attitude until terrain and obstruction clearance is assured. unless the stick shaker activates; F. should airspeed fall below the trim airspeed, unusual control column forces may be required to minimise pitch attitude reductions. Stick shaker, if installed, must be respected at all times. G. crew co-ordination and awareness is very important. Develop an awareness of normal values of airspeed, attitude, vertical speed and airspeed build-up. Closely monitor vertical flight path instrument-its such as vertical speed and altimeters. The pilot not flying should be especially aware of vertical flight path instruments and call out any deviations form normal.
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Approach and Landing. Select the minimum landing flap position consistent with field length. Add an appropriate airspeed correction (correction applied in the same manner as gust), up to a maximum of 20 Kts. Take immediate positive action - power and attitude – in response to deviations. Avoid large thrust reductions or time changes in response to sudden airspeed increases as these may be followed by airspeed decreases. Cross-check flight director commands using vertical flight path instruments. Crew co-ordination and awareness is very important, particularly at night or in marginal weather conditions. Closely monitor the vertical flight path instruments such as vertical speed, altimeters, and glideslope displacement. The pilot not flying should call out any deviations from normal. Use of the autopilot and autothrottle/autothrust for the approach may provide more monitor and recognition time. Recovery. The following action is recommended whenever flight path control becomes marginal below 500 ft on Take-Off or landing. As a guideline, marginal flight path control may be indicated by uncontrolled changes from normal steady state flight conditions in excess of the following: A. 15 Kts indicated airspeed; B. 500 fpm vertical speed; C. 5° pitch attitude; or D. 1 dot displacement from the glideslope. If flight path control has become marginal below 500 ft above the ground, accomplish the following procedure without delay. Simultaneously; aggressively position thrust levers forward to ensure maximum rated thrust is attained; disengage autopilot and rotate aircraft smoothly and at a normal rate to achieve a positive rate of climb. Stop rotation immediately it stick shaker or buffet should occur. Stick shaker may occur at pitch attitudes below the target attitude; do not attempt to regain lost airspeed until terrain contact is no longer a factor; do not change flap or gear configuration until vertical flight path control is assured; keep the scan going. 8.3.8.5 Jetstream For Jetstream definition and information, refer to O.M., part C (Route Manual, Aerad). Commanders must be aware, by-the-way, of the turbulence action that ca be encountered when flying / crossing a jetstream, and the effect on the Ground Speed when flying in an area of known jetstream. 8.3.8.6 Operations in Volcanic Ash 8.3.8.6.1 Flight Flight in areas of known volcanic activity must be avoided. This is particularly important during darkness or daytime meteorological conditions when volcanic dust may not be visible.
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When a flight is planned into an area with a known potential for volcanic activity, it is recommended that all NOTAMs and Air Traffic Control Directives be reviewed for current status of volcanic activity. If volcanic activity is reported, the planned flight should remain clear of the area and, if possible, stay on the upwind side of the volcanic dust. Airborne weather radar systems used on commercial aircraft are not designed to detect volcanic dust and cannot be relied on to do so. In one incident, it was specifically reported that the weather radar was ON with no returns noted. This is consistent with other reports where volcanic eruptions have been visually sighted with no returns observed on the weather radar. However the following have been reported by flight crews: smoke or dust appearing in the flight deck; an acrid odour similar to electrical smoke; multiple engine malfunctions, such as stalls, increasing EGT, torching from tailpipe, flameout, etc.; at night, St. Elmo's fire/static discharges around the windshield, accompanied by a bright orange glow in the engine inlets. Volcanic dust may extend for several hundred miles. If volcanic dust is encountered, exit as quickly as possible. Volcanic dust can cause rapid erosion and damage to the internal components of the engines. In one B747 incident, all four engines lost thrust. Volcanic dust build-up and blockage of the high pressure turbine nozzle guide vanes and the high turbine cooling holes can cause surge, loss of thrust and/or high EGT. Refer to specific Non-normal Procedure in the Operations Manual, part B. It should be remembered that engines are very slow to accelerate to idle at high altitude and that this may be interpreted as a failure to start or as an engine malfunction. Volcanic dust may block the pitot system and result in unreliable indications. In one incident, a 50 kts difference was noted between the two airspeed indicators. If airspeed indications are unreliable or are lost, establish the appropriate pitch attitude as shown in the 'flight with unreliable airspeed' procedure in the AOM (OM Part B). Volcanic dust is very abrasive and can cause serious damage to the aircraft engines, wing and tail leading edge surfaces, windshields, landing lights, etc. Volcanic dust can cause all of the windshields to become translucent, obstructing vision. If this condition should occur, on aircraft with autolanding capability, a diversion to an airport where an auto-landing can be made should be considered. Due to erosion damage to the landing lights, landing light effectiveness will be significantly reduced. Operation into an airport contaminated by volcanic dust should be avoided. If, however, a landing has to be made, it should be remembered that braking efficiency may be seriously eroded by a layer of ash on the runway. If the ash is dry, the landing performance data for a wet runway should be revise. The use of reverse thrust should be limited to the minimum necessary as the blown ash may significantly reduce visibility. 8.3.8.6.2 Ground If an aircraft is to be parked at an airport contaminated with volcanic dust, all available protective covers and plugs should be used and all outflow, inlet and extract valves, bleeds etc. closed. 8.3 – FLIGHT PROCEDURES
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If possible, the APU should not be used - ground power and air should be used if available. Windshield wipers should not be used for ash removal. Before starting engines, any ash that has settled on the aircraft, especially on exposed lubricated surfaces and in areas where it could penetrate seals or enter orifices on the aircraft, should be re-moved. The engine inlets should be cleaned and, if possible, the area within 8 m of them cleared. The engines should be motored over before start-up for about two minutes to blow out any ash that may have entered. Care should be exercised when taxiing as braking action may be poor. As little power as possible should in any case be used to reduce ingestion of ash and dust. If dust or ash is present on the runway, it should be allowed to settle before Take-Off is initiated. Where possible a rolling Take-Off should be carried out and the power set in the normal way. For a better understanding, refer to O.M., part B. 8.3.8.7 Heavy precipitation For details about “heavy precipitation” and procedures to comply with, refer to: B737/B757/B767; - O.M. Part. A, Sect. 8.9.; - O.M. Part. B FCOM SP. 8.3.8.8 Sand Storms For details about “sand storms” and procedures to comply with, refer to O.M. Part. B. FCOM SP 8.3.8.9 Mountain Waves Mountain waves are also known as standing waves. When air flows over a mountain range or even a low line of hills, the motion over and to downwind of the rising ground may be disturbed up to altitudes even above the tropopause in certain circumstances. The hills induce a wave-like oscillation in the airflow over and downstream of them which can extend to all heights in the atmosphere. Mountain waves are formed by the whole troposphere on the upwind side of a mountain moving in one direction roughly at right angles to the range. This can only happen if the atmosphere is relatively stable, the wind speed at ground level is more than 15 Kts, wind speed increases with height, and there is an inversion or isothermal layer just above the mountain range. In these conditions the airflow will follow this basic oscillation will be repeated in the atmosphere downwind and the resultant mountain waves may be discernible even hundreds of miles downwind in the case of a major mountain range, although an average distance is more likely to be 50 to 100 NM, as well, of course, as over the range itself. The wave formation downwind of the range, especially at the lower levels and close to the mountains, may give rise to considerable updraughts and downdraughts and thus be an area of severe turbulence. An aircraft flying in this area, particularly if flying parallel to, or towards, the downwind side of the range can be at very considerable risk. This risk is even greater if rotors, air rolling in cylindrical fashion, develop due to the existence of strong updraughts and downdraughts. Mountain waves are to be avoided and pilots should be alert for indications that conditions favourable to their formation exist. 8.3 – FLIGHT PROCEDURES
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There may be visual evidence in the form of cloud of the presence of mountain waves. Mountain waves will often cause the characteristic lenticular (lens shaped) cloud to fond and the presence of such cloud should be regarded as a significant indication of their existence. Another indication may be the sights of a cap of stratus, or more occasionally, roll-shaped stratocumulus, on the mountain range and extending on its downwind side. The presence of roll cloud is in itself a warning that rotors have formed and indicates an area of probable severe clear air turbulence. Severe turbulence may also be expected if the edges of the lenticular, cloud are ragged in appearance. However, it should be noted that mountain waves may be present even if no cloud has formed as the air may not be sufficiently moist for this to happen. It is possible for rotors to be encountered downwind of a mountain range even in conditions which are not favourable to the formation of mountain waves if there is a strong wind blowing at right angles to the mountain range below the height of the mountain and lighter winds above this level. Again, the air mass must be relatively stable. There have been reports of encounters with rotors at levels three times the height of the mountain, giving added point to the advice in Ch 8.1. (Mountain Waves) on the safety altitude to be maintained when entering an area of known or suspected mountain wave activity. Common sense would also indicate that in such an area flying parallel to the downwind side of the mountain range should be avoided and, if it must be crossed, the selection of a route at right angles to the range. 8.3.8.10 Significant Temperature Inversions The general pattern of temperature distribution in the atmosphere is that temperature decreases with height. However, on occasion one of more atmospheric layers can exist in which air temperature increases with height. This condition is known as an inversion of temperature. The inversions of most significance in the operation of aircraft are those which occur in the comparatively shallow layer of air close to the surface of an aerodrome. On clear, calm nights the earth's surface tends to lose heat rapidly through radiation. The air in contact with it in turn also cools by conduction. This cooler air tends to sink and thus does not mix with air at the higher levels. In this way the air at ground level becomes cooler than the air above it, resulting in a temperature inversion which may exist for only a few ft or which may extend to several hundred ft. If significant, this inversion can have a considerable effect on aircraft operating in these conditions. As a result, at some airports liable to be particularly affected, a 'Marked Temperature Inversion Warning' is issued whenever a temperature difference of over 10°C is detected between the surface and any point up to 1,000 ft above the aerodrome. Such a low level inversion can affect operations in three ways: A. it can lead to the formation of radiation fog if the air is sufficiently moist; B. it can lead to windshear - an inversion can separate strong winds aloft from calm or light winds close to the surface where the air has become stable. Conversely, in certain conditions a strong low level wind can sometimes develop in a marked inversion of shallow depth; 8.3 – FLIGHT PROCEDURES
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C. it can lead to a sudden loss of thrust in the critical initial climb out phase because of the decreased density of the airflow into the engines resulting from the increase in air temperature. An extreme manifestation of this would be experienced by an aircraft taking off at dawn from a coastal aerodrome in the desert and using a runway facing out to sea. The aircraft is likely to be at maximum Take-Off weight for the runway and taking advantage of the relatively low surface temperature following the night's cooling effect. The normal universal night cooling effect is exaggerated by the dry porous nature of the sandy soil which causes it to lose or gain heat quickly. However, the reverse is true of water surfaces which are slow to cool and slow to heat up. Sea surface temperatures are found to vary by less than 10°C from day to night. The aircraft in question will thus experience a very marked temperature inversion as it climbs out over the sea with a consequent serious loss of thrust. This situation may well be worsened if it becomes necessary to throttle back to avoid overtemperature at the engines. It is obvious that the loss of an engine in these circumstances could have very serious consequences. Pilots must therefore be alert for the potential presence of a marked inversion and consider its implications for the proposed operation very carefully. Obviously, if a runway is available which will permit the initial critical climb out to be accomplished over land, this should be used. Pilots should also be aware that, at the other end of the spectrum as it were, an intense surface inversion can develop in snow covered polar regions which have become extremely cold during the long winter season when the sun may never appear over the horizon. Such an inversion may even persist throughout the summer due to the snow reflecting a large part of the sun's radiation. 8.3.9 Wake Turbulence Every aircraft in flight generates wake turbulence caused primarily by a pair of counter rotating vortices trailing from the wing tips. Wake turbulence generated from heavy aircraft, even from those fitted with wing tip fences, can create potentially serious hazards to following aircraft. For instance, vortices generated in the wake of large aircraft can impose rolling movements exceeding the counter-roll capability of small aircraft. Turbulence encountered during approach or Take-Off may be due to wake turbulence. 8.3.9.1 Vortex Effects on Aircraft The possible intensity of vortex activity cannot be over emphasised. Light aircraft have encountered forces in excess of their design limits and have broken up and even heavy aircraft have encountered forces close to the maximum control forces available to them. Because the infinite number of factor variations affecting the behaviour of vortices makes it virtually impossible to lay down hard and fast procedures for dealing with them, avoidance of areas where wake vortices are known or suspected to be present should be the objective. Aircraft wakes consist essentially of: A. thrust stream turbulence generated by engine exhaust and propeller was not a serious hazard in isolation at distances greater than 400 to 500 m behind the generating aircraft; and 8.3 – FLIGHT PROCEDURES
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B. twin vortices, one from each wing tip generated after the wings have commenced providing lift. The intensity of the turbulence associated with these vortices is directly proportional to aircraft weight and inversely proportional to airspeed and wing-span and thus at its greatest with aircraft taking off (maximum weight and minimum airspeed). 8.3.9.2 Avoidance of Vortices The most important characteristic to remember at all times is that all wake formations are subject to a strong, downward vertical displacement. This displacement continues until the wake either dissipates or reaches the ground. This downward displacement gives rise to the following general rules for avoidance of vortex turbulence. In the absence of sufficient dissipating wind forces: A. in crossing the flight path of a preceding aircraft, it is preferable to cross at a slightly higher, rather than a slightly lower, altitude. This avoids crosswise penetration of the wake; B. in following a large aircraft on approach it is desirable to fly the same, or a slightly high path, never a lower path. For this reason, the use of a common ILS or VASI glide slope by all aircraft is a desirable practice; C. flight directly under, and parallel to, the wake of another aircraft should be avoided, because of the inherent sinking characteristic of the wake; D. parallel flight directly under, and close on either side of, the flight path of another aircraft should be avoided, because of the possibility of partial penetration of the wake; E. Take-Off or landing should be avoided immediately after a heavy aircraft has made a low pass (or missed approach) down the runway in use; F. certain noise abatement and emergency turn procedures require a sharp turn immediately after takeoff. When heavy aircraft are operating, the maximum practical separation time should be allowed between Take-Off to permit dissipation of the high intensity vortices which develop in such circumstances. It can be appreciated how hazardous it could be for an aircraft to penetrate such a vortex while banked at such a relatively low altitude. 8.3.9.3 Wake Turbulence Categorisation Aircraft turbulence categorisation and wake turbulence separation minima are defined ICAO DOC 4444 as follows: AIRCRAFT TURBULENCE CATEGORISATION Super (J) A380 MTOW 560,000Kg Heavy (H) MTOW > 136,000 Kg Medium (M) 7,000 Kg < MTOW < 136,000 Kg Light (L) MTOW
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