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Ground Handling Manual

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This document is copyright Titan Airways Limited andmay not be reproduced in whole or part by any meanswithout the prior written permission of Titan AirwaysLimited.The Titan Airways’ Logo is a trademark of Titan AirwaysLimited and may not be reproduced without permission.©2012 Titan Airways Limited

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GROUND HANDLING MANUAL PAGE 33

REVISION 1.0TABLE OF SECTIONS 130331

TABLE OF CONTENTSPREFACE .............................................5

SAFETY COMMITMENT ..................................7

SECTION 0 - ADMINISTRATION AND CONTROL ..............0‑i

SECTION 1 - ORGANISATION .............................1‑i

SECTION 2 - HANDLING/CARGO AGENT REQUIREMENTS ......2‑i

SECTION 3 - COMMUNICATIONS ..........................3‑i

SECTION 4 - PASSENGERS ..............................4‑i

SECTION 5 - CHECK-IN ..................................5‑i

SECTION 6 - BAGGAGE .................................6‑i

SECTION 7 - SECURITY .................................7‑i

SECTION 8 - BOARDING .................................8‑i

SECTION 9 - WEIGHT AND BALANCE ......................9‑i

SECTION 10 - RAMP OPERATIONS ........................10‑i

SECTION 11 - FUELLING ................................11‑i

SECTION 12 - DE-ICING .................................12‑i

SECTION 13 - SERVICING ...............................13‑i

SECTION 14 - CARGO ..................................14‑i

SECTION 15 - MAIL ....................................15‑i

SECTION 16 - DANGEROUS GOODS – CARGO ..............16‑i

SECTION 17 - CARRIAGE OF ELECTRIC MOBILITY AIDS .......17‑i

SECTION 18 - EMERGENCY RESPONSE ....................18‑i

SECTION 19 - CONTINGENCY PLANNING ..................19‑i

SECTION 20 - QUALITY .................................20‑i

©TITAN AIRWAYS LIMITED

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REVISION 1.0PREFACE 130331

PREFACEPREFACE

The following pages contain information and guidance for handling agents involved in TitanAirways’ ad-hoc charter operations. Agents should use the IATA Airport Handling Manual(AHM), IATA Ground Operations Manual and content of this manual, which qualifies andamplifies items from the AHM. Acceptance of a handling request from Titan Airways shall betreated as an agent’s acceptance of the procedures contained within this manual. It shall be theresponsibility of the relevant Station Manager to ensure that each operation is managed usingthe latest downloaded copy of this manual.

This manual is also designed to provide guidance for those handling agents working with TitanAirways aircraft whilst operating under short or long term wet lease to other carriers. Where apolicy or procedure contained within this manual is more restrictive than the policy of thecustomer airline then this document shall have precedence.

Titan Airways commenced operations in March 1988 and currently operates a jet aircraft fleetfrom its base at London Stansted Airport. The company does not operate scheduled servicesbut offers a ‘tailor made’ ad-hoc charter service to corporations, holiday companies and otherairlines.

The company offers a high quality service and is registered to the EU-OPS and ISO9000Quality Standard. Flights are often booked at very short notice. Due to the urgent nature ofsuch flights a high level of response is required from agents. Many flights are however bookedmonths in advance. The same high-level quality service is required on all operations.


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REVISION 1.0SAFETY COMMITMENT 130331

SAFETYSAFETY COMMITMENTCOMMITMENT

• The aim of the airline is to conduct safe profitable operations, without incident, thatconform to all relevant legislation, providing a high level of customer satisfaction.

• It is the duty of all employees and contractors to report anything that is harmful to ourbusiness, safety of individual employees and operations.

• Our policy of continuous improvement is supported by maintaining an independent qualitysystem, to monitor compliance and adequacy of all procedures.

WARNING

This document is only distributed using the Internet and if printed becomes an uncontrolleddocument and marked as such. Agents are to ensure that they have access to this documentonline for any planned operation involving Titan Airways aircraft. For any information/policy notincluded in this manual the agent should contact Titan Airways for more information.


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GROUND HANDLING MANUAL PAGE 00‑‑II

REVISION 1.0TABLE OF CONTENTS 130331

TABLE OF CONTENTSSECTION 0 - ADMINISTRATION AND CONTROL ..............0‑i

0 INTRODUCTION .................................0‑10.1 Revision Status ................................0‑10.2 Terminology ..................................0‑2

0.2.1 Gender .....................................0‑20.2.2 Commercial Air Transport Operation ...................0‑2

0.3 Definitions, Abbreviations and Common Terminology .......0‑20.4 List of Effective Pages ...........................0‑60.5 Revisions and Highlights .........................0‑10

0.5.1 Authority ...................................0‑100.5.2 Carriage of Manual .............................0‑100.5.3 Urgent Revisions Where Flight Safety Could be Affected .....0‑100.5.4 Approval of the Authority .........................0‑100.5.5 Access to Manuals .............................0‑11


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GROUND HANDLING MANUAL PAGE 00‑‑11

REVISION 1.0ADMINISTRATION AND CONTROL 130331

SECTIONSECTION 00 -- ADMINISTRATIONADMINISTRATION ANDAND CONTROLCONTROL

0 INTRODUCTION

0.1 Revision Status


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‑‑22 GROUND HANDLING MANUAL

REVISION 1.0 ADMINISTRATION AND CONTROL130331

Revision Record Sheet

Version Revision Date Entered By Date Entered Pages (Total)

1.0 130111 Initial Issue 130111 222

1.1 130331 GB 130417 278

0.2 Terminology

Where necessary, specific terms are defined at the beginning of the Part to which they areappropriate. Part A contains all definitions, terms and abbreviations relating to all other Parts.

0.2.1 Gender

For brevity, the pronoun ‘he’ is utilised throughout Parts A, B, C, D and F. Where appropriate,the pronoun ‘she’ should be inferred or assumed.

0.2.2 Commercial Air Transport Operation

An aircraft operation involving the transport of passengers or cargo for remuneration or hire. Allflights operating as Commercial Air Transportation shall be conducted in accordance with thisOperations Manual.

NOTE

Commercial Air Transportation is not intended to cover Aerial Work or Corporate/Private aviation.

0.3 Definitions, Abbreviations and Common Terminology

The following table provides a list of definitions, abbreviations and/or common terminologyutilized throughout the Titan Airways manual suite. It is not a comprehensive list containingevery possible industry abbreviation, but does cover all those necessary for the proper use andinterpretation of the Operations Manual.

Table 0-1 – Common Terminology

TERM DEFINITION

Adhoc Flights not rostered (one-off charters)

Aft Rear of Aircraft (as in fore (forward) and aft)

Aileron Part of aircraft wing (used to control aircraft turning in flight)

Aircraft left Left hand side of the aircraft (see also Portside)

Aircraft right Right hand side of the aircraft (see also Starboard)

Airlarder Metal or fibreboard container used for the storage of catering

Airside Area(s) of an airport beyond the customs, immigration and/or security checkpoint(s) thatusual constitute the security restricted area – opposite of ‘landside’


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TERM DEFINITION

Aisle Gangway between seats in cabin of aircraft

Anti-Collision Light (or Anti- Red Strobe (flashing) beacon (light) on the underside and top of the fuselageCollision Beacon)

Automatic Door with escape slide fitted ready for automatic deployment (indicated by themanual/auto setting on the internal side of the door and by the engagement of the girtbar with the floor brackets)

Bank The angle between the aircraft’s normal, or vertical, axis and the earth’s vertical planecontaining the aircrafts longitudinal axis.

Blox/Blocks The time – i.e. ‘blox time’ or ‘blocks time’ or similarly, ‘off blox/blocks time’ thatrepresents the time the aircraft arrives at the stand and shuts down engines at thecompletion of a flight sector, or the time at which the aircraft commences pushback (ortaxi if ‘power in/power out’) at the commencement of a flight sector being the ‘off blox’ or‘off blocks’ time

Bulkhead Aircraft partition or wall

Cabin Altitude Pressure inside the cabin (expressed as the equivalent atmospheric pressure at a givenaltitude- e.g. cabin pressurised to 10,000 ft)

Chocks Wedges used to prevent aircraft movement in the event of brake failure – placed in frontand/or behind, aircraft wheels (tyres)

Chock to Chock Elapsed time between off-chocks and next on-chocks (also may be referred to as ‘off-blox’ and ‘on-blox’ and/or ‘blox to blox’)

Cruise Altitude for the majority of a flight

Deadhead A crew member positioning on duty, travelling as a passenger

Descent Flight to a lower altitude/flight level

Disarmed Door with escape slide fitted with automatic deployment disabled (set to manual) (girtbar retracted and out of and away from floor brackets)

Downwind Direction in which the wind is blowing

Dry Store(s) Non-perishable items – i.e. tea, coffee, sugar, etc.)

Elevator A moveable horizontal surface attached to the back of the stabiliser

Ferry A positioning flight (i.e. operated empty of commercial load under normal circumstances)

Flap Part of aircraft providing for greater flight control at slower speeds

Forward Front of aircraft – also ‘fore’ (as in fore and aft)

Fuel Jettison Process of removal of excess fuel from the aircraft

Fuselage Body of an aircraft

Galley Kitchen area of an aircraft and used for meal preparation and/or storage

Gashbag Rubbish/waste bag

Glide Path The angle of descent during an aircraft’s approach to land

Hangar Covered parking space for aircraft, usually enclosed

Hold Stowage area for baggage, cargo, mail, etc. usually divided into compartments withineach hold – e.g. forward hold containing compartments 1 and 2 and aft hold containingcompartments 3 and 4 (and possibly, 5)

Holding Aircraft circling in the vicinity of the airport of destination, awaiting turn in the queue toland

Hotac Hotel Accommodation

Interline Pax Passenger transferring from one airline to another as part of a through journey

Landing Gear The aircraft undercarriage

Leading Edge Foremost portion of the wing, located at the very front of the wing


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TERM DEFINITION

Leg/Sector (Segment) More formally, a leg is an individual component of a journey whereas a sector is astarting point and a stopping point which may cover a number of legs in between – e.g.LHR-FRA-CDG whereby there are two legs LHR-FRA and FRA-CDG but a sector orsegment can be LHR-FRA or LHR-CDG or FRA-CDG.

Loadsheet Document detailing the aircraft load by weight and distribution including all traffic load,company stores, fuel, oil, etc and specifying the aircraft centre of gravity, MeanAerodynamic Chord (%MAC) at both take-off and zero fuel weight and specifying theactual weights relative to maximum structural or regulated – take-off weight, zero fuelweight, landing weight, taxi weight and total fuel (loadsheet fuel) and trip fuel or burnoff

Local Usually used to indicate the time of day or night at the location of departure or arrival –as in ‘local time’ or by specifying a time followed by the word ‘local’ (GMT and/or UTC isreferred to as ‘Zulu’ time)

Manifest List of passengers on board. For international flights must follow the requirements ofICAO specified in Annex 9 to the Chicago Convention (1944), specifically in Appendix 2.Other relevant documents are also contained in the other appendices to Annex 9 (e.g.cargo manifest, general declaration, etc.)

No Show Sometimes spelled ‘NOSHO’ or ‘Nosho’ and represents a booked/ticketed passengerwho does not arrive in time or check in for the flight. A passenger that does check inand subsequently does not board (and may be offloaded along with their baggage if notlocated)

Off Chocks Actual time that aircraft moves from the parking stand for departure (as in the time thatpushback commences or if taxiing out under own power from power-in-power-outstand). May also be referred to as ‘off-blox’

Offload To remove, passengers, cargo, mail, catering and/or company stores or other items oftraffic load from an aircraft – e.g. ‘120 kg of company stores were offloaded due toaircraft weight restrictions’

On Chocks Actual time that aircraft comes to a standstill at the parking stand – may also be referredto as ‘on-blox’

Overbooked Also referred to as ‘oversold’ but represents a situation where more passengers arebooked than there are saleable seats available/fitted to the aircraft

Pax Passenger(s)

Positioning A flight or journey with no passengers to a specific location to pick up passengersand/or an aircraft

Pushback Where an aircraft is pushed by a tug from a nose in parking stand onto a taxiway orother part of the surface movement area where the aircraft may proceed from under itsown power – of course

Ramp/Stand Aircraft parking area – technically the ‘apron’ is where aircraft park but it is generallyreferred to as the ‘ramp’ and specific aircraft parking locations (usually defined bypainted borders and nose-in guidelines/equipment limit lines) are referred to as a ‘stand’and in some locations a ‘bay’ or ‘gate’

Roster Programme of duties over a defined period of time, usually in weeks or months

Rudder A moveable vertical surface attached to the rear of the horizontal stabiliser and used toprovide yaw control by changing the angle of attack of the rudder when controls aremanipulated – the rudder, horizontal stabiliser and the rearmost portion of the fuselageto which they are attached is referred to as the empennage – quite often the APU(auxiliary power unit) and the flight recorders are located in this region as well

Runway Strip of pavement or other surface appropriate to the aircraft type in use that is used byaircraft to take-off and land – sometimes called a landing strip

Slats Situated on the leading edge of the wing, slats work in conjunction with the flaps toimprove lift at slower speeds by smoothing the airflow over the leading edge to augmentthe amount of lift

Slip Station The place at which there is a change of crew and in some circumstances where theincoming crew ‘slip’ for a night or number of nights before operating another service outof that station or positioning to home base

Stopover Any day or night stop abroad or within the United Kingdom


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TERM DEFINITION

Taxiway Part of the surface movement area that provides various links and methods for anaircraft to ‘taxi’ from the ramp/apron to the appropriate point on the departure runway

Tech Stop A Tech (Technical) Stop is a stop (landing followed by take-off) during which refuelling isconducted – may also be for other technical reasons but primarily the requirement isdriven by range/performance and therefore, fuel

Terminal Airport Building

Uplift To load passengers, fuel, cargo, mail, catering or company stores is to ‘uplift’ such items

Upwind Direction from which the wind is blowing

Urn Water container

Xbag Excess Baggage

Table 0-2 Abbreviations

TERM DEFINITION


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0.4 List of Effective Pages

Page No. Rev. No. Eff. Date Page No. Rev. No. Eff. Date

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0.5 Revisions and Highlights

0.5.1 Authority

The Operations Manual is issued on the authority of the Company, and the Flight OperationsDirector / Operations Director will authorise all amendments to it, as required by the Companyor by the Civil Aviation Authority. Any proposed amendment should be forwarded, to the FlightOperations Director, on an ‘Amendment Proposal Form’ (refer to ) to the Publications Officer.All amendments will be in the form of printed, replacement pages; handwritten amendmentsare not permitted (except in situations requiring immediate amendment or revision in theinterests of safety). Revision pages will be annotated to show the date of issue (and date ofeffect if different) and the portion of the text which has been revised, as indicated by verticalmarginal lines adjacent to the changes. Each amendment will be accompanied by a revised listof effective pages, with their dates of issue, and by a certificate of receipt/incorporation. Anamendment list record will be maintained at the front of each manual.

0.5.2 Carriage of Manual

It is a requirement that a copy of Operations Manual Part C shall be carried in each commercialair transport aeroplane. Sufficient additional copies will be provided to ensure that all operatingpersonnel have ready access to them when required, and to enable one copy to be lodged withthe Civil Aviation Authority. An up-to-date list of manuals, together with their copy numbers andtheir locations, or the name/appointment of the copy holder, as appropriate shall be held.Amendments will be issued to copy holders or nominated individuals who will be required toamend particular number copies. Amendments should be entered on receipt, and theamendment record completed. Confirmation of incorporation should be completed either onlinethrough the Titan Airways Notification (TAN) system or by signed paper transmittal letters assoon as possible after the amendments have been completed.

0.5.3 Urgent Revisions Where Flight Safety Could be Affected

Details of revisions which may be urgently required in the interests of flight safety, or which aresupplementary to the operations manual, will be promulgated as Notice to Crew (NOTAC) ortemporary (yellow) pages (where their location in the relevant section of the manual would bemore appropriate). Those of a temporary nature will be cancelled as soon as they are no longerrelevant. Those of long-term application should be incorporated into the manual when it is nextamended, or within six months of their effective date, whichever is the sooner.

0.5.4 Approval of the Authority

All intended amendments and revisions must be supplied to the UK CAA in advance of theeffective date. When the amendment/revision concerns any Part of the Operations Manualwhich must be approved by means of the Operations Approval document, this approval mustbe obtained before the amendment becomes effective. When immediate amendment orrevisions are required in the interests of safety, they may be published and applied immediatelyprovided that application for approval has been made.


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0.5.5 Access to Manuals

Operations personnel must have easy access to a copy of each Part of the Operations Manualwhich is relevant to their duties. In addition, each Crew Member must be supplied with apersonal copy of – or relevant sections from – Parts A and B of the Operations Manual as areapplicable for personal study and the performance of their duties and responsibilities. CrewMembers are individually responsible for the amendment of personal copies of Manuals andthe timely report of their status to Operations management. Cabin Crew must be affordedaccess to Operations Manual – Part F (Cabin).


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Figure 0-1 Amendment Proposal Form


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Figure 0-2 Reverse Side of Amendment Proposal Form


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TABLE OF CONTENTSSECTION 1 - ORGANISATION .............................1‑i

1 INTRODUCTION .................................1‑11.1 Contact Details ................................1‑11.2 Aircraft Types and Configuration .....................1‑11.3 Schedules ...................................1‑21.4 Types of Operation ..............................1‑21.5 Ground Handling Organisation ......................1‑2

1.5.1 Post Holder Ground Handling – Graham Baguley (Deputy – GregHolland) ....................................1‑2


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REVISION 1.0ORGANISATION 130331

SECTIONSECTION 11 -- ORGANISATIONORGANISATION

1 INTRODUCTION

1.1 Contact Details

Name Titan Airways

Address Enterprise House, Stansted Airport, Essex. CM24 1RN

Telephone Switchboard +44 1279 680616 (H24)

Operations +44 1279 680357 (H24)

Telefax +44 1279 680110

ARINC/SITA STNTACR/STNTA7X

E-mail [email protected] charter@titan–airways.co.uk

IATA Code ZT

ICAO Code AWC

Managing Director Gene Willson +44 1279 680616

Operations Director Graham Baguley +44 1279 669700

Finance Director Rob Platts +44 1279 669610

Technical Director Paul Woodman +44 1279 680402

Operations Manager Greg Holland +44 1279 680616

Cabin Crew Manager Shaun Fitzpatrick +44 1279 680616

Inflight Services Manager Kim Braithwaite +44 1279 680616

Engineering Manager Dave Bunker +44 1279 680402

ERP Nicky Folwell +44 1279 669613

W & B Graham Baguley +44 1279 669700

DGR Graham Baguley +44 1279 669700

Operational data and the latest copy of this manual can ALSO be obtained from our operationswebsite at http://www.zapops.com

1.2 Aircraft Types and Configuration

Table 1-1 Aircraft Type and Configuration

Registration Type Configuration Alternative Configuration(when advised)

G-POWI Airbus A320 168Y None

G-POWF Avro RJ-100 98Y Various

G-ZAPK BAe146-200QC 80Y None

G-POWC Boeing 737-300QC 130Y 44C

G-ZAPV Boeing 737-300QC Cargo None

G-ZAPW Boeing 737-300QC 130Y None


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mailto:[email protected]


http://www.zapops.com


REVISION 1.0 ORGANISATION130331

Registration Type Configuration Alternative Configuration(when advised)

G-POWD Boeing 767-300ER 265Y None

G-POWH Boeing 757-200 202Y 76C, 80C, 40C/118Y,40C,108Y

G-ZAPX Boeing 757-200 202Y 76C, 80C, 40C/118Y,40C,108Y

G-ZAPZ Boeing 737-300QC 130Y 44C

1.3 Schedules

Schedules will be advised to agents by SITA or e-mail in advance of the planned operation. Alltimes will be UTC

1.4 Types of Operation

The following flight types will be referred to within this manual as shown in Table 1-2.

Table 1-2 Flight Types and Description

Category Description

Closed Charter A flight where the entire aircraft is chartered by one company/body for carriage of their own staffor invited guests and no sale of tickets to the general public.

Public Charter A charter flight available to the general public by way of ticket sales or purchase as a part of aholiday package.

ACMI A flight operated by Titan Airways on behalf of another carrier. Such flights may be long termcontract or short notice ‘rescue’ operations. All handling is for the ticketing airline account.

Schedule A flight operated by Titan Airways where all seats are directly sold by Titan Airways or asubsidiary.

1.5 Ground Handling Organisation

1.5.1 Post Holder Ground Handling – Graham Baguley (Deputy – GregHolland)

The above permanent post shall be held by a person with the following level of experience

• Minimum 5 years operational airline experience in an operations or ground handlingposition

• Qualified Dangerous Goods (CAA Approved Course)

The post holder ground handling is responsible for the following:

1. Management and oversight of security and safety outcomes of ground handling andcargo operations

2. Review of handling / cargo agent agreements and contracts3. Review of internal training material (inc Dangerous Good4. Investigation of handling and cargo incidents


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TABLE OF CONTENTSSECTION 2 - HANDLING/CARGO AGENT REQUIREMENTS ......2‑i

2 INTRODUCTION .................................2‑12.1 Facilities and Staff ..............................2‑12.2 Staff Training .................................2‑12.3 Library ......................................2‑22.4 Documentation ................................2‑22.5 Retention of Documents ..........................2‑32.6 Equipment ...................................2‑32.7 Contracts/Agreements ...........................2‑3


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REVISION 1.0HANDLING/CARGO AGENT REQUIREMENTS 130331

SECTIONSECTION 22 -- HANDLING/CARGOHANDLING/CARGO AGENTAGENTREQUIREMENTSREQUIREMENTS

2 INTRODUCTION

Handling/Cargo agents should follow the guidelines set down in the IATA Airport HandlingManual and the IATA Ground Operations Manual when handling Titan Airways aircraft. Agents,such as FBO’s not able to follow the above should have equivalent robust publishedprocedures for staff to follow in carrying out their respective duties in a safe and securemanner.

Agents acting on behalf of Titan Airways should meet the following basic standards beforeaccepting handling of Titan Airways aircraft. These standards and requirements are alsoapplicable to the limited handling functions carried out by Titan Airways engineering staff.

2.1 Facilities and Staff

Agents shall ensure availability of all necessary facilities, workspace, equipment and supportingservices, as well as work environment, to satisfy ground handling operational safety andsecurity requirements. Staff levels should be maintained to ensure high levels of service toTitan Airways operations.

2.2 Staff Training

All staff shall be trained and tested to an adequate level for the duties and responsibilities held(check-in, security, airside safety, loading, equipment operation, Fuelling, De-icing – asapplicable).

Training shall cover:

• Familiarisation with applicable regulations• Training on handling policies and practices of the handling agent• Human Factors• Safety Training (Airside / Equipment)• Dangerous Goods (see below)

All staff involved with check-in/gate/baggage handling/aircraft loading/load control/cargoreception/cargo loading shall have Dangerous Goods training in accordance with the applicablecategory of the current IATA Dangerous Goods Regulations (Section1). Initial training isrequired to be completed before carrying out unsupervised duties. Recurrent training shall becarried at least once in every 36 month period (24 months for Dangerous Goods).

IATA AHM 611 provides guidance in training syllabus for airside staff.

Testing by written, oral or practical means shall being carried out and recorded.

Training programs shall be reviewed on a regular basis to maintain currency with regulationsand in order to remain relevant.

Records of training and testing (where applicable) shall be retained as part of personneltraining files, personnel records or other organised system. Records shall be identifiable as the


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REVISION 1.0 HANDLING/CARGO AGENT REQUIREMENTS130331

latest version, and legible. Disposal of obsolete records should be in accordance withorganisation local procedures.

English language speaker/s should be available to supervise the handling operation for TitanAirways. Where this is not possible Titan Airways may engage the services of a supervisoryagent in order to provide liaison.

2.3 Library

The handling/cargo agent will maintain a library of documents to be used in the provision ofhandling services. The library should contain as a minimum the following:

• Titan Airways Traffic Manual (access available online at www.zapops.com)• IATA Dangerous Goods Regulations* (or ICAO Technical Instructions*)• Handling/Cargo Agent Local Operation Procedures (as applicable)

*plus associated addenda

Recommended

• IATA Airport Handling Manual (AHM)• IATA Ground Operations Manual (IGOM)• IATA Live Animals Regulations

Where required by Titan Airways the agent will hold suitable stocks of documentation to beused in the handling of aircraft.

The agent must ensure there is a suitable method of maintaining the library to ensure alldocumentation is kept up-to-date with all amendments/revisions completed without delay.

In the event such documentation is not readily available then Titan Airways should be advisedand on-board reference copies made available for the operation concerned.

CAUTION

Documentation and stationary for use in operations should always be stored securely to preventunauthorised access.

Where IT systems are included as a part of normal operating procedures these must be backedup on a regularly scheduled basis.

Any obsolete document shall either be clearly marked as such or destroyed. Reproduceddocuments should be treated with due caution and their currency checked prior to use.

2.4 Documentation

All documentation used by a handling/cargo agent must be presented clearly and legibly at alltimes. An effective system of ensuring latest documents to be used should be included in anyhandling agent local procedures manual.



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2.5 Retention of Documents

Agents should ensure that flight files containing documentation relating to a Titan Airways flightis retained for a period of not less than three months.


Titan Airways’ handling of document retention and disposal is shown in Table 2-1.

Table 2-1 Document Retention and Disposal

Document Holder Type Location / Retention Authority forAdditional Security Period

deletion/disposal

Training records MNT Form Training Manager 2 years Training Managerfiles

Dangerous Goods Certificate ORG Form Personnel File Duration of Personnel Manageremploy

NOTOC DSP Form Dangerous Goods 3 months OM/ODRecord File

Loadsheet FLT Form Returned flight 3 months OM/ODdocumentation

IATA DGR DSP Book Operations Library Period of OM/ODvalidity

IATA AHM DSP Book Operations Library Period of OM/ODvalidity

IATA Live Animal DSP Book Operations Library Period of OM/ODRegulations validity

2.6 Equipment

All equipment used by the handling or cargo agents in support of handling Titan Airwaysaircraft shall be regularly maintained. Such maintenance shall also include calibration whererequired especially in respect of scales and weighbridges in accordance with manufacturerrecommended intervals or published company schedules.

Records of maintenance and calibration shall be maintained and available to Titan Airwaysofficials on request.

2.7 Contracts/Agreements

Titan Airways will send handling requests to agents detailing information pertaining to theplanned flight. Acceptance of a handling request constitutes an agreement/contract for theparticular operation and that the agent concerned will carry out that operation in accordancewith the standards and procedures of Titan Airways and the IATA Airport Handling Manual.

Agents should complete the web based self certification either on www.zapops.com or from thelink provided in the handling request.

In the absence of any other Service Level Agreement, agents should meet the standards of thismanual and the content of the standard Handling Service Level Agreement (Figure 2-1 throughto Figure 2-3).


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Figure 2-1 Handling Service Level Agreement (Page 1)


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TABLE OF CONTENTSSECTION 3 - COMMUNICATIONS ..........................3‑i

3 INTRODUCTION .................................3‑13.1 zapops.com ..................................3‑13.2 VHF .......................................3‑13.3 Messaging ...................................3‑13.4 Delay Codes ..................................3‑2


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REVISION 1.0COMMUNICATIONS 130331

SECTIONSECTION 33 -- COMMUNICATIONSCOMMUNICATIONS

3 INTRODUCTION

3.1 zapops.com

Information on Titan Airways’ fleet/operations and procedures is located at the operational webportal www.zapops.com

Agents shall access this site to familiarise themselves with Titan Airways’ aircraft and operatingprocedures. In the event this information cannot be viewed or downloaded then Titan Airwaysoperations should be informed and the required information sought from them for transmissionby any other available means.

3.2 VHF

Where possible, agents should be able to communicate with the aircraft by VHF air – to –ground radio systems. In the event that such systems are not available or unserviceable theagent shall ensure close communication with the airport and air traffic control authorities ismaintained in order to respond effectively to the aircrafts movements.

3.3 Messaging

SITA/ARINC messaging should be used to notify Titan Airways Operations Control Centre of allmovements. The following IATA messages should be sent as standard for all operations asshown in Table 3-1 and Table 3-2:

Table 3-1 Movement Signals (Sample Formats)

MVT (Sample Format)

Departure Arrival

MVT MVT

ZT2716/08.GZAPX.DUS ZT213/09.GZAPK.STN

AD1420 EA1704 AGP AA1151/1158

DL99/0010

PX143

Decode Decode

MVT – Movement message MVT – Movement message

ZT2716/08 – Flight no / Date ZT213/09 - Flight no./date

GZAPX – Aircraft registration GZAPK – Aircraft registration

DUS – Airport of departure STN – Arrival airport

AD1420 – Actual departure time (UTC) AA1151/1158 – Landing/Onchox time(UTC)

EA1704 – Estimated arrival time (UTC)

ALC – Destination airport

DL99/0010 – Delay code/Time

PX143 – Passenger load


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Table 3-2 Load Distribution Message (LDM)Sample Format

LDM (Sample Format)

LDM

ZT1011/06.GZAPX.198Y.2/6

-LDE.66/131/0/0.T3168.2/586.3/1544.4/1038.PAX/0/0/197

SI B238/3168.CNIL.MNIL

ALL WCHRS LDD H2

Decode

LDM – Load Message

ZT1011/06 – Flight No. /Date

GZAPX.198Y.2/5 – Registration / Config / Crew comp (if known)

-LDE. – Departure airport

66/131/0/0. – Male / Female / Children / Infants

T3168. – Total Baggage weight

1/50 2/536.3/1544.4/1038. – Hold baggage split

PAX/0/0/197. – Class split

SI B238/3168.CNIL.MNIL ALL WCHRS LDD H2 – Supplementary information no. Bags etc

Other messaging (ULD – e.g. the ULD Control Message or UCM, etc.) should be transmittedwhere this is within the handling agent’s own procedures.

3.4 Delay Codes

The following list of codes should be used when reporting delays on Titan Airways operations.These are standard IATA codes and Titan Airways does not operate any company specificcodes:

Delay Codes starting with 1 (Passenger/Baggage)

These Codes are used to describe delays caused by Passenger and Baggagehandling.

• 11: Late check-in, acceptance of passengers after deadline• 12: Late Check-in, congestion in check-in area• 13: Check-in error• 14: Overbooking, booking errors• 15: Boarding, discrepancies and paging, missing checked-in passenger at gate• 16: Commercial Publicity, Passenger Convenience, VIP, Press, Ground meals and

missing personal items• 17: Catering order, late or incorrect order given to supplier• 18: Baggage processing, sorting, etc.

Delay Codes starting with 2 (Cargo/Mail)

These Codes are used to describe delays caused by Cargo (21-26) and Mail Handling (27-29).

• 21: A Documentation, errors, etc.• 22: Late positioning• 23: Late acceptance• 24: Inadequate packing• 25: Overbooking, booking errors


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• 26: Late preparation in warehouse• 27: Mail Oversales, packing, etc.• 28: Mail Late positioning• 29: Mail Late acceptance

Delay Codes starting with 3 (handling)

These Codes are used to describe delays caused by aircraft and ramp handling

• 31: Aircraft documentation late or inaccurate, weight and balance (Loadsheet), generaldeclaration, passenger manifest, etc.

• 32: Loading, Unloading, bulky/special load, cabin load, lack of loading staff• 33: Loading Equipment, lack of or breakdown, e.g. containerpallet loader, lack of staff• 34: Servicing Equipment, lack of or breakdown, lack of staff, e.g. steps• 35: Aircraft Cleaning• 36: Fuelling, Defuelling, fuel supplier• 37: Catering, late delivery or loading• 38: ULD, Containers, pallets, lack of or breakdown• 39: Technical equipment, lack of or breakdown, lack of staff, e.g. pushback

Delay Codes starting with 4 (technical)

These codes are used to describe technical delay reasons.

• 41: Aircraft defects• 42: Scheduled maintenance, late release• 43: Non-scheduled maintenance, special checks and / or additional works beyond normal

maintenance• 44: Spares and maintenance equipment, lack of or breakdown• 45: AOG (Aircraft on ground for technical reasons) Spares, to be carried to another station• 46: Aircraft change for technical reasons• 47: Standby aircraft, lack of planned standby aircraft for technical reasons• 48: Scheduled cabin configuration and version adjustment

Delay Codes starting with 5 (damage/failure)

These Codes are used to describe damage to aircraft and automated equipment failure.

• 51: Damage during flight operations, bird or lightning strike, turbulence, heavy oroverweightlanding

• 52: Damage during ground operations, collisions (other than during taxiing,loading/offloading damage, contamination, towing, extreme weather conditions

• 55: Departure Control System, Check-in, weight and balance (load control), computersystem error, baggage sorting, gate-reader error or problems

• 56: Cargo preparation/documentation system• 57: Flight plans• 58: Other computer systems

Delay Codes starting with 6 (operation)

These codes are assigned to Operations and Crew caused delays.

• 61: Flight plan, late completion or change of flight documentation


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• 62: Operational requirements, fuel, load alteration• 63: Late crew boarding or departure procedures• 64: Flight deck crew shortage, Crew rest• 65: Flight deck crew special request or error• 66: Late cabin crew boarding or departure procedures• 67: Cabin crew shortage• 68: Cabin crew error or special request• 69: Captain request for security check, extraordinary

Delay Codes starting with 7 (weather)

These Codes explain weather caused delays.

• 71: Departure station• 72: Destination station• 73: Enroute or Alternate• 75: De-Icing of aircraft, removal of ice/snow, frost prevention• 76: Removal of snow/ice/water/sand from airport/runway• 77: Aircraft ground handling impaired by adverse weather conditions

Delay Codes starting with 8 (air traffic control)

These Codes are used for

Air Traffic Control (ATC) Restrictions (81-84) and Airport or Governmental Authorities causeddelays.

• 81: ATC restriction en-route or capacity• 82: ATC restriction due to staff shortage or equipment failure en-route• 83: ATC restriction at destination• 84: ATC restriction due to weather at destination• 85: Mandatory security• 86: Immigration, Customs, Health• 87: Airport Facilities, parking stands, ramp congestion, buildings, gate limitations, ...• 88: Restrictions at airport of destination, airport/runway closed due obstruction, industrial

action, staff shortage, political unrest, noise abatement, night curfew, special flights, ...• 89: Restrictions at airport of departure, airport/runway closed due obstruction, industrial

action, staff shortage, political unrest, noise abatement, night curfew, special flights, start-up and pushback,

Delay Codes starting with 9 (miscellaneous)

Codes used for reactionary reasons or Miscellaneous.

• 91: Passenger or LoadConnection, awaiting load or passengers from another flight.Protection of stranded passengers onto a new flight.

• 92: Through Check-in error, passenger and baggage• 93: Aircraft rotation• 94: Cabin crew rotation• 95: Crew rotation (entire or cockpit crew)• 96: Operations control, rerouting, diversion, consolidation, aircraft change for reasons

other than technical


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• 97: Industrial action within own airline• 98: Industrial action outside own airline• 99: Miscellaneous, not elsewhere specified


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TABLE OF CONTENTSSECTION 4 - PASSENGERS ..............................4‑i

4 INTRODUCTION .................................4‑14.1 High Profile/Celebrity/VIP Passengers .................4‑14.2 CIP/VIP Lounges ...............................4‑14.3 Classes of Travel ...............................4‑14.4 Charterer and Representatives ......................4‑14.5 Unaccompanied Minor (UNMIN) .....................4‑24.6 Infants ......................................4‑24.7 Groups .....................................4‑34.8 Passengers Requiring Assistance ....................4‑34.9 Passengers with Reduced Mobility ...................4‑34.10 Passengers Requiring Medical Clearance ...............4‑44.11 Staff .......................................4‑5


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REVISION 1.0PASSENGERS 130331

SECTIONSECTION 44 -- PASSENGERSPASSENGERS

4 INTRODUCTION

Agents handling Titan Airways will be exposed to a wide variety of passenger types. Flights willinvolve scheduled, public charter (Inclusive Tour (IT)/Holiday), ‘closed charter’ grouppassengers and some will also involve high profile or celebrity passengers such as sportsteams/political figures /Heads of State.

4.1 High Profile/Celebrity/VIP Passengers

Many of the charters operated by Titan Airways will involve carriage of people who are widelyknown in public life. Such passengers should be treated so as to ensure their privacy is notinvaded. Handling staff must not approach such VIP passengers for photographs / autographsetc. (See also section ‘Security’)

4.2 CIP/VIP Lounges

From time to time small groups of passengers or entire loads will require use of separatelounge prior to departure. Generally such operations will be carried out through Businessaviation/VIP/FBO type terminals where available. These arrangements will be advised inadvance by Titan Airways.

4.3 Classes of Travel

Titan Airways aircraft are operated in a number of configurations. Seating classes are asshown in Table 4-1.

Table 4-1 Classes of Travel

Aircraft Type Configuration

Airbus A320 168Y

BAe146 Variable class divider row 3-14

3+2 / 2+3 / 3+3 (depending on aircraft)

Avro RJ100 110Y (Variable Geometry Seating)

Boeing 737 130Y

(Alternative configuration) 44C

Boeing 757 202Y

(Alternative configurations) 76C, 80C, 40C/108Y or 40C/118Y

Boeing 767 265Y

4.4 Charterer and Representatives

Details of charterer may be advised to agents when required. Some charterers may requestadditional or special signage at check-in. Where possible agents should provide this facility and


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REVISION 1.0 PASSENGERS130331

liaison directly with the charterer shall be acceptable to Titan Airways Logos for display onelectronic check-in boards can be obtained on application to [email protected]

Where charterer requires additional services not covered by the IATA SGHA, these shall not befor the account of Titan Airways unless written authorisation is received from the company.

When operating short term wet lease on behalf of other carriers, Titan Airways will utilise theservices of the customer airline’s handling agents. All services will be supplied under thecustomer airline account.

4.5 Unaccompanied Minor (UNMIN)

UNMIN is the term used for a passenger between the ages of 5 - 12 years, travelling alone.Passengers between the age of 12 and 14 are referred to as an unaccompanied youth andescorted but will not require a parental/guardian declaration. A passenger over the age of 14may travel independently.

Children between the ages of 5 and 12 years of age will be accepted to travel provided aresponsible adult escorts the child at both airport of departure and arrival. Responsible adultshould present the child at check-in and complete declaration prior to remaining with the childfor as long as possible before proceeding to boarding. The responsible adult should berequested to remain at the airport until the aircraft if airborne.

UNMINs should be allocated seating in accordance with the seating plan for the appropriateaircraft.

Once transfer to the boarding area is necessary the agent shall be responsible in agreementwith responsible adult for care and supervision of the child until boarding. Such care andsupervision should be in a manner appropriate to the age, maturity and local circumstances/procedures. Agents should ensure that the child is kept safe from physical and/orpsychological damage.

Agent should inform the senior cabin crew member prior to boarding. Escorted to the aircraftensuring they have their travel documents and tickets in a sealed pouch (small children willnormally carry this around their neck).

Notify arrival station of UNMIN details by SITA/e-mail

On arrival ground personnel should meet the child at the aircraft and escort them from theaircraft, through the airport terminal and to where they are to be collected by arelative/guardian.

Titan Airways do not carry unaccompanied minor documentation. Agents should document allUNMIN’s on behalf of Titan Airways using own stock documentation.

4.6 Infants

Infants are defined as passengers under the age of 2 years.

Passengers with infants may be permitted to carry strollers etc to the boarding gate where theyshould be tagged with ‘Return at Aircraft Side’ and subsequently hold loaded.

Passengers less than three years of age but not less than two must either be secured in a seatwith seat belt or secured in a car type safety seat which, in turn, is properly secured to theaircraft seat. Infants, defined as children of not more than 2 years of age, may be carried in thearms of an adult and secured by use of an approved (British Safety Standard) child restraint


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device or use a car type safety seat properly secured to the aircraft seat. Infants must be aminimum age of 7 days to travel. From 7 days to six months of age Infants must be secured bymeans of a supplementary loop restraint device.

Table 4-2 Summary

Age Range Requirement

7days - less than 6 months Infant seatbelt

6 months – less than 2 years Infant seatbelt or car seat

2 years - less than 3 years Car seat or passenger seat and belt

3 years or more Passenger seat and belt

Car type safety seats must confirm to the following requirements:

• Seat must have a well defined shell or where a separate shell and under-structure exists,the two are well connected.

• Seat must allow quick and easy securing and release of child from seat.• Seat must have a single release type harness with straps a minimum of 25mm wide which

at least secures the child’s lap, torso and shoulders. Child should not be able to easilyrelease the harness.

4.7 Groups

Group check-in of passenger may be permissible in certain circumstances. Passengers onclosed charter flights will often travel as a group under a single master ticket. Wherepassengers are carrying hold baggage they should present themselves for check-in individuallypresenting their own bags.

Formal groups of PRMs may be checked in by a single group/tour leader with prior approval.

4.8 Passengers Requiring Assistance

For passengers with disabilities or those requiring or requesting assistance:

• Ask the passenger what assistance they require and how you can help them• Discuss the most appropriate seating based on their individual needs and the aircraft

specifications, even if seats have been allocated already• Advise passengers what services and assistance are available based on their needs• Advise the passenger of any assistance that may be available on board (in conjunction

with Titan Airways)• Provide information to passengers in alternative formats• Ensure suitable information is entered into the DCS to record passenger details

4.9 Passengers with Reduced Mobility

Air carriers are prohibited by law from refusing carriage to a person on the grounds of disabilityor reduced mobility; however a carrier may refuse carriage if the size of the aircraft or its doormakes embarkation or carriage physically impossible or if their carriage impedes the safetyrequirements established by the national aviation authority that issued the carriers AOC.


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REVISION 1.0 PASSENGERS130331

A person with reduced mobility (PRM) is understood to mean any person whose mobility isreduced due to a physical incapacity (sensory or locomotory), an intellectual deficiency, age,illness or any other cause of disability when using transport and whose situation needs specialattention and the adaptation to the person’s needs of services made available to allpassengers.

Table 4-3 PRM Category Characteristics Assistance

Category Restriction(s) Requirement

Passenger can walk short distancesWCHR Passenger should be accompanied.and walk up or down stairs. Can walk

(wheelchair – ramp) For long walking distances ain the cabin and is able to climbwheelchair should be available.aircraft stairs alone. Assistance

from/to aircraft is necessary.

Passenger cannot walk up or downWCHS Passenger should be accompanied.aircraft stairs but can walk in the cabin

(wheelchair – steps) Passenger needs a wheelchair from/toalone.the aircraft.

Passenger cannot walk or stand andWCHS Passenger should be accompanied.will be accompanied to and from their

(wheelchair – cabin seat) Passenger needs a wheelchair andcabin seat.special aids e.g. High-loader orboarding wheelchair.

Blind passenger. (only if assistance isBLND Passenger should be accompanied.expressly requested and prior

(blind passenger) Individual needs will be respected.notification is given)

DEAF Deaf passenger or deaf without Passenger should be accompanied.speech. (only if assistance is(deaf passenger) Individual needs will be respected.expressly requested and prior

notification is given)

Passenger is on a stretcher and can Passenger will be carried to or fromSTCRonly be transported this way. the aircraft by ambulance.

(stretcher)STCR only carried on B767 with Aeromed cabin fitted

The number of PRMs on board should not exceed the number of able-bodied persons (ABPs)carried

Passengers who are disabled or who have reduced mobility will require additional time to boardand disembark. Wherever possible such passengers should be pre-boarded (i.e. before otherpassengers) and should remain on-board until all other passengers have disembarked.

When dealing with a blind passenger it is best to offer them your arm to hold in order to guidethem.

Let the passenger take your arm. These passengers should be briefed on the location ofnearest exit, call button and how to fasten and unfasten their seatbelt.

When dealing with a deaf passenger speak to them directly. Use clear mouth movements inorder that they might lip read.

4.10 Passengers Requiring Medical Clearance

Passengers with a Communicable Disease

Passengers who have or appear to have a communicable disease shall not be acceptable forcarriage on company aircraft without prior approval of Titan Airways.


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Passengers with Serious Illness

Passengers who are seriously ill may be carried on company aircraft where a medicalcertificate is held or a carer is accompanying the passenger.

Expectant Mothers

Expectant mothers may travel up to the end of their 28th week of pregnancy. Travel after thisand up to the end of the 35th week is permitted providing the passenger has a doctors’ letterconfirming the expected date of delivery and the health of the mother.

Passengers with Plaster casts

The length of time required for passengers to have their plaster casts in place before a flight is48 hours. The passenger must have a fitness to fly certificate in their possession. In addition tothis the following recommendations should be considered:

• A split cast is recommended so that it can be easily removed should the limb swell upduring the flight.

• If the passenger has an inflatable splint you must be able to let the air out in the event itcauses additional pressure due to the aircraft environment and reduce the supply of bloodto the limb.

4.11 Staff

Only staff passengers holding Titan Airways authorisation/ID are to be accepted for carriage.Staff passengers are to be treated on a space available basis only. The jump seat is only to beallocated after consultation with Titan Airways operations who will liaise with the aircraftcommander and issue authorization in accordance with current security regulations.


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TABLE OF CONTENTSSECTION 5 - CHECK-IN ..................................5‑i

5 INTRODUCTION .................................5‑15.1 Ticketing & Documentation ........................5‑15.2 Passenger Manifests ............................5‑15.3 Desks – requirement ............................5‑15.4 Pre-Flight Preparation ............................5‑25.5 Desks - preparation .............................5‑25.6 Travel Documents and Passenger Identification ...........5‑35.7 Security Questioning/Placarding .....................5‑35.8 Passenger information ...........................5‑35.9 Return Check-in ...............................5‑35.10 Advance Passenger Information .....................5‑45.11 Seating .....................................5‑45.12 Check-in Closing ...............................5‑45.13 Dangerous Goods carried by Passengers/Crew ...........5‑4


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REVISION 1.0CHECK-IN 130331

SECTIONSECTION 55 -- CHECK-INCHECK-IN

5 INTRODUCTION

5.1 Ticketing & Documentation

Unless operating a sub-service for another carrier, passengers are issued with Titan Airwaystickets. Other tickets (Holiday company. etc) will be accepted on charters specifically for theticketing issuing organisation. Closed charter groups may travel under a ‘master’ ticket with theagent identifying passengers against the provided passenger manifest.

CAUTION

Documentation and stationary for use in operations should always be stored securely to preventunauthorised access. Check-in IT systems should be logged out and/or turned off when not in useor when left unattended.

Suitable IT back-up systems should be employed to prevent loss of data.

Baggage tags shall be issued by each agent for each piece of checked baggage checked-inthrough main terminal areas. Tags should include destination and serial number.

Baggage tag stocks are NOT available from Titan Airways.

5.2 Passenger Manifests

Full passenger list will be transmitted to all agents during the day prior to departure. This listmay be available in PNL format but is likely for closed charters to be in other forms.Amendments to this will be faxed or sent through SITA to respective stations. Differences frompassenger list experienced at check-in should be notified to the charterer’s rep (if inattendance), and to Titan Airways.

PNLs should be available for transmission to Titan Airways on request.

5.3 Desks – requirement

Desk requirement will be different according to the type of operation. This is especially true withprivate ad-hoc charter flights. Groups departing outbound for a “closed charter” often arrive inown vehicles so the check-in process can occur over a prolonged period of time. For the returnflight of such groups the entire passenger load will often arrive together at the airport for animmediate check-in. In this case a larger number of desks are required to be opened in order toprocess the passengers quickly.


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Table 5-1 provides a guideline to Titan’s requirements.

Table 5-1 Guideline to Titan Requirements

Type of Flight Time OpenNumber of desks

(as available)

Ad-hoc charter (outward) 2 STD-2:00

Ad-hoc charter (inward) 3-5 STD -1:30

Holiday Charter (1 class) 2-3 STD-3:00

Holiday Charter (2 class) 3 STD-3:00

Self service check-in : NOT USED

Mobile check-in : NOT USED

SMS check-in : NOT USED

5.4 Pre-Flight Preparation

Before opening a flight for check-in the following actions should be considered and completedas appropriate for the operation:

Table 5-2 Pre-Flight Preparation

• Review the information on the flight (type of pax / special requirements)

• Confirm Passenger Name List (PNL) received from airline / charterer

• Block seats in Departure Control System (if used) as required by any instruction from Titan

• Confirm the seating plan used is correct for the type and version of aircraft

• Check seating policy (allocated / free)

• Check passenger list for any special passengers (WCH, UM etc) and assign seating in accordance with Titan seatingplans

• Review boarding time, gate information and any other information (reason for any delay)

5.5 Desks - preparation

Table 5-3 Prior to opening check-in counters:

• Start and test equipment

• Ensure scales (if required) are functioning

• Ensure adequate supply of boarding cards/ baggage tags

• Display Titan Airways / Tour operator / charterer airline signage + flight number, STD and destination.

• Ensure Dangerous Goods signage must be present in any of the following locations where:

○ Tickets are issued

○ Passengers Check-in

○ Aircraft are boarded


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REVISION 1.0CHECK-IN 130331

5.6 Travel Documents and Passenger Identification

Each passenger presenting themselves at check-in for travel on a Titan Airways aircraft isrequired to present an approved travel identification document (passport / national ID / MilitaryID). The identification document must match the name either on the issued ticket or the mastermanifest. Name mis-matches should be resolved at a local level with charteres representativewhere possible. In the event no resolution can be found or the charterer’s rep is not presentthen the agent should contact Titan Airways operations control.

Table 5-4 Travel Documents

Where a ticket is issued then this shall be checked against the passenger’s identification document to confirm validity.

A check should then be made (either within a DCS or manual) that the passenger identification document matched theperson listed to travel.

The check-in agent shall check the ID document for the following:

• Is the passenger the rightful holder of the ID? – visual identification

• Is the travel document valid (check expiry dates)?

• Appropriate travel visa for destination country is present, stamped/signed and valid (check expiry dates).

Visa information can be found from the IATA TIM (Travel Information Manual) or similarpublication.

5.7 Security Questioning/Placarding

National regulation may require a means being available to establish whether the passengerhas been in control of their baggage prior to check-in. Where this is required the agent shallensure that this is completed either by presence of a placard or by verbal questioning.Passengers not satisfactorily meeting the answers to these questions should bereferred/marked for ‘selectee’ screening.

5.8 Passenger information

Passengers should be advised on check-in of any known delay. When checking in passengersfor a sub-chartered flight the passengers should be advised of the operating carrier.

5.9 Return Check-in

Some flights operated by Titan Airways on a same day return basis may require round tripcheck-in to be completed. This is normally only used for sports events where it enablescongestion to be eased at the return departure airport. Such requirements would be advised inadvance by Titan Airways and agents requested to both check-in and issue boarding cards forthe return sector.

Return check-in is subject to:

• Return journey within 24 hours after departure• No checked baggage is permitted• No change of city pair involved


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REVISION 1.0 CHECK-IN130331

5.10 Advance Passenger Information

Many governments require advance passenger information to be captured and submitted atspecified times. Current requirements include US Customs and Border Protection, CanadianBorder Security, UK e-Borders, CARICOM, Spain, etc.

For these operations either the approved DCS may be used after consultation with TitanAirways else we may engage the services of a third party security agency to collect passengerinformation data, check validity and visas. Such operations would be advised to the main agentin advance.

5.11 Seating

Each passenger (excluding infants) requires an assigned seat unless the flight has beendesignated as free seating (applicable to many closed charters). When allocating seating thismust me in accordance with the seat plans which are located in the individual aircraftappendices to this manual.

Passengers in exit row seats must be able bodied and agents MUST NOT locate PRM,children/infants, elderly or obese passengers to these seats.

5.12 Check-in Closing

For closed charter operations check-in shall remain open until it is confirmed that either allpassengers are checked-in or the group leader has confirmed that no further passengers areexpected. There will be no specified check-in close ‘time’ for such operations and flights maybe delayed for some or all passengers.

All public charter flights should close check-in at STD -60 unless otherwise advised or agreed.Holding for late passenger will only be permitted after consultation with Titan Airwaysoperations control and the charterer representative if available.

5.13 Dangerous Goods carried by Passengers/Crew

An approval is not required for those dangerous goods which, according to the IATADangerous Goods Regulations, can be carried by passengers or crew members. Where thefollowing table shows ‘Operator approval required’, Titan Airways should be contacted directlyfor such approval including the nature of the item being carried along with the passenger nameand reason for carriage (if available). Where the list requires that the information on nature andlocation of an item is required to be communicated to the Captain then this must be completeddirectly by the handling agent via the dispatcher. Where a passenger has to surrender a pieceof cabin baggage for stowage in the hold (due lack of cabin stowage, etc.) then it should beconfirmed with the passenger that no item(s) prohibited in hold baggage are present (lithiumbatteries/fuel cells/mercurial thermometer, etc. – see full listing. If any are present they shouldbe removed and retained by the passenger prior to loading into the hold. In the eventdangerous goods not permitted for carriage on board the aircraft are discovered in passengerbaggage, a report is required to be made to the appropriate authority of the State ofoccurrence.


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130331 CHECK-IN REVISION 1.0

Table 5-5 Dangerous Goods - Passengers and Crew

Items or Articles Location Approval of The Pilot-in- Restrictionsthe Command

Checked Carry-On On the Operator(s) MUST beBaggage Baggage Person required informed

Small gaseous oxygen Yes Yes Yes Yes Yes1. No more than 5kg gross mass per cylinderor air cylinders required

for medical use 2. Cylinders, valves and regulators where fitted, must be protected fromdamage which could cause inadvertent release of the contents

3. The pilot-in-command must be informed of the number of oxygen or aircylinders loaded on board the aircraft and their loading location(s).1

Devices containing No No No n/a n/a Devices containing liquid oxygen are forbidden in carry-on baggage, checkedliquid oxygen baggage or on the person.

Empty air cylinders for Yes Yes n/a No No May only be carried if empty.other purposes, suchas scuba diving

Cylinders of a non- Yes Yes Yes No No Spare cylinders of a similar size are allowed, if required, to ensure an adequateflammable, non-toxic supply for the duration of the journey.

2 gas worn for theoperation ofmechanical limbs

Non-radioactive Yes Yes Yes No No1. No more than 0.5kg or 0.5l total net quantity per single article;medicinal articles

(including aerosols) 2. Release valves on aerosols must be protected by a cap or other suitable3 means to prevent inadvertent release of the contents

3. No more than 2kg or 2l total net quantity of all articles mentioned in 3), 10)and 13) (e.g. four aerosol cans of 500ml each) per person.

Radio isotopic cardiac n/a n/a Yes No No Only when implanted into a person as the result of medical treatment.pacemakers or otherdevices, includingthose powered byLithium batteries4implanted into a person

Radio-pharmaceuticals n/a n/a Yes No No Only as the result of medical treatment.contained within thebody of a person

©TITAN AIRWAYS LIMITED GROUND HANDLING MANUAL PAGE 55‑‑55

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Mobility aids (e.g. Yes No No Yes (see 5 d) iv))1. Non-spillable wet batteries must comply with Special Provision A67 or thewheelchairs) powered

vibration and pressure differential tests of Packing Instruction 872by non-spillable wetbatteries or batteries 2. Electric Mobility Aids must not be loaded unless they have been made safewhich comply with for carriage. The operator must verify that:Special Provision (a) The battery is securely attached to the mobility aidA123 , for use by

(b) The battery terminals are protected from short circuits, (e.g. bypassengers whoseenclosure within a battery container), andmobility is restricted by

either a disability, their (c) Electrical circuits have been isolated.health or age, or a NOTE: Place the device into drive mode (i.e. not freewheeltemporary mobility mode),attempt to power-up; Does use of the joystick result inproblem (e.g. broken operation of the mobility aid? Supplementary motorised systems,leg) such as sea positioning systems, shall be inhibited to prevent

inadvertent operation, e.g. by the separation of cable connectors.53. Mobility Aids shall be carried in a manner such that they are protected from

damaged caused by the movement of baggage, mail, stores or other cargo,

4. Where the Mobility Aid is specifically designed to allow its battery(ies) to beremoved by the user (e.g. collapsible):

(a) The battery(ies) shall be removed; the Mobility Aid may then becarried as checked baggage without restriction

(b) The removed battery(ies) shall be carried in strong, rigidpackaging, which must be stowed in the cargo compartment

(c) The battery(ies) shall be protected from short circuit

(d) The pilot-in-command must be informed of the location of thepacked battery

(e) It is recommended that passengers make advance arrangementswith each operator.


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Mobility aids (e.g. Yes No No Yes Yes1. Where possible, the mobility aid must be loaded, stowed, secured andwheelchairs) powered

unloaded in an upright position.by spillable batteries,for use by passengers 2. Electric Mobility Aids must not be loaded unless they have been made safewhose mobility is for carriage. The operator must verify that:restricted by either a (a) The battery is securely attached to the mobility aiddisability, their health or

(b) The battery terminals are protected from short circuits (e.g. byage, or a temporarybeing enclosed within a battery container)mobility problem (e.g.

broken leg) (c) Electrical circuits have been isolated:

NOTE: Place the device into drive mode (i.e. not freewheelmode),attempt to power-up; Does use of the joystick result inoperation of the mobility aid? Supplementary motorised systems,such as sea positioning systems, shall be inhibited to preventinadvertent operation, e.g. by the separation of cable connectors.

3. If the mobility aid cannot be loaded, stowed, secured and unloaded in anupright position, the battery(ies) must be removed and carried in strong,rigid packaging:

(a) Packaging must be leak-tight, impervious to battery fluid and beprotected against upset by securing them to pallets or by securingthem in cargo compartments using appropriate means ofsecurement (other than by bracing with freight or baggage) such6as by the use of restraining straps,brackets or holders

(b) Unless batteries are non-spillable they should be fitted, wherefeasible, with spill-resistant vent caps.

(c) Batteries must be protected against short circuits,secured uprightin these packaging and surrounded by compatible absorbentmaterial sufficient to absorb their total liquid contents; and

(d) Packaging must be marked “Battery, wet, with wheelchair” or“Battery, wet, with Mobility Aid” and be labelled with a “Corrosive”label (Figure 5-22) and with package orientation labels (Figure 5-26) as required by 5;3

4. The mobility aid may then be carried as checked baggage withoutrestriction;

(a) Mobility aids must be carried in a manner such that they areprotected from being damaged by the movement of baggage, mail,stores or other cargo


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(b) the pilot-in-command must be informed of the location of themobility aid with an installed battery or the location of a packedbattery

(c) it is recommended that passengers make advance arrangementswith each operator

Mobility aids (e.g. Yes See 7d No Yes Yes1. Batteries must be of a type which meets the requirements of each test inwheelchairs) powered

the UN Manual of Tests and Criteria, Part III, subsection 38.3;by Lithium Ion (Li-Ion)batteries, for use by 2. Electric Mobility Aids must not be loaded unless they have been made safepassengers whose for carriage. The operator shall verify that:mobility is restricted by (a) The battery is securely attached to the mobility aideither a disability, their

(b) The battery terminals are protected from short circuits(e.g. byhealth or age, or abeing enclosed within a battery container); andtemporary mobility

problem (e.g. broken (c) Electrical circuits have been isolatedleg) NOTE: Place the device into drive mode (i.e. not freewheel

mode),attempt to power-up; Does use of the joystick result inoperation of the mobility aid? Supplementary motorised systems,such as sea positioning systems, shall be inhibited to preventinadvertent operation, e.g. by the separation of cable connectors.

3. Mobility Aids shall be carried such that they are protectedfrom damagecaused by the movement of baggage, mail, stores or other cargo

4. Where the Mobility Aid is specifically designed to allow its battery(ies) to be7removed by the user (e.g. collapsible):

(a) The battery(ies) must be removed and carried in thepassengercabin

(b) Battery terminals must be protected from short circuit (by insulatingthe terminals, e.g. by taping over exposed terminals)

(c) Batteries must be protected from damage (e.g. by placing eachbattery in a protective pouch)

(d) Batteries must not exceed 300 Wh

(e) A maximum of either one battery not exceeding 300 Wh or two notexceeding 160 Wh each, may be carried as spares.

5. The Manufacturer’s instructions or Owners directions shall be followed at alltimes, when removing Batteries from Mobility Aids.

6. The pilot-in-command shall be informed of the location of the lithium ionbattery(ies)

7. It is recommended that passengers make advance arrangements with eachoperator.


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Portable medical No Yes Yes Yes No Carried by passengers for medical use;electronic devices(automated external 1. Each installed or spare battery:defibrillators (AED), (a) Must be of a type which meets the requirements of each test in thenebulizer, continuous UN Manual of Tests and Criteria, Part III, subsection 38.3; andpositive airway

(b) Lithium Ion (Li-Ion) batteries must not exceed:pressure (CPAP), etc.)containing lithium metal (i) A lithium content of not more than 8 grams, oror lithium ion cells or (ii) More than 160 Wh.

8 batteries(c) No more than two spare batteries may be carried.

(i) Spare batteries shall be individually protected to preventshort circuits by:

(i) Placement in to original retail packaging,

(ii) Individual wrapping by a plastic bag or protectivepouch, or

(iii) By insulation of the terminals using suitableelectrical tape.

Small medical or Yes Yes Yes No No1. No more than one per personclinical thermometer

9 which contains mercury 2. Must be for personal use; and

3. must be in its protective case.

Toiletry Articles Yes Yes Yes No No1. "Toiletry Articles (including aerosols)" includes such items as hair sprays,(including aerosols)

perfumes and colognes:

2. No more than 0.5kg or 0.5l total net quantity per single article is allowed10

3. Release valves on aerosols must be protected by a cap, or other suitablemeans, to prevent inadvertent release of the contents; and

4. No more than 2kg or 2l total net quantity of all articles mentioned in 3), 10)and 13) (e.g. four aerosol cans of 500ml each) per person is allowed.

Hair curlers containing Yes Yes Yes No No1. No more than one per personhydrocarbon gas

11 2. The safety cover must be securely fitted over the heating element; and

3. Gas refills must NOT be carried.


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Alcoholic beverages Yes Yes Yes No No1. Must be in retail packagingcontaining more than

24% but not more than 2. No more than 5 litres per individual receptacle; and12 70% alcohol by volume 3. No more than 5 litres total net quantity per person for such beverages.

NOTE: Alcoholic beverages containing less than 25% alcohol by volume areunrestricted.

Aerosols (non- Yes No No No No1. No more than 0.5kg or 0.5 litre total net quantity per single articleflammable, non-toxic),

with no subsidiary risk, 2. Release valves on aerosols must be protected by a cap, or other suitable13 for sporting or home means, to prevent inadvertent release of the contents; and

use 3. No more than 2kg or 2 litres total net quantity of all articles mentioned in 3),10) and 13) (e.g. four aerosol cans of 500ml each) per person is allowed.

Securely packaged Yes No No Yes No1. No more than 5kg gross mass per person for that person’s own usecartridges in Division

1.4S (UN 0012 or UN 2. Must not include ammunition with explosive or incendiaryprojectiles; and140014 only); 3. Individual packages may contain only ONE Personal Allowance;

allowances must NOT be aggregated.

Small packet of safety No No Yes No No1. No more than one per person; andmatches2. Intended for Personal Use.

"Strike anywhere" No No No n/a n/a Forbidden.matches

Small cigarette lighter No No Yes No No1. No more than one per person

2. Intended for Personal Use; and

3. Does not contain unabsorbed liquid fuel (other than liquefied gas).

Lighter fuel and lighter No No No n/a n/a Forbidden.refills

15Premixing burner No No Yes No No

1. No more than one per personlighter ( e.g. lightersproducing a blue 2. Intended for Personal Use; andflame ) with a means of 3. Does not contain unabsorbed liquid fuel (other than liquefied gas).protection againstunintentional activation

Premixing burner No No No n/a n/a Forbidden.lighter ( e.g. lightersproducing a blue


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flame ) without ameans of protectionagainst unintentionalactivation

Battery-powered Yes Yes No Yes No1. The heat-producing component and the battery shall be isolated from eachequipment capable of

other by the removal of the heat-producing component, the battery orgenerating extremeanother component (e.g. fuse); andheat, which could

cause a fire if activated 2. Any battery removed shall be protected against short circuit by:16 (e.g. underwater high (a) Placement in original retail packaging,

intensity lamps)(b) Individually wrapping in a plastic bag or protective pouch,

(c) Taping over of exposed terminals using suitable electrical tape, or

(d) By otherwise insulating the terminals.

Avalanche rescue Yes Yes No Yes No1. No more than one per personbackpack containing a

cylinder of compressed 2. May contain a pyrotechnic trigger mechanism containing no more thangas of Division 2.2 200mg net of Division 1.4S17

3. The backpack must be packed in such a manner that it cannot beaccidentally activated; and

4. The airbags within the backpack must be fitted with pressure relief valves.

Small cartridges fitted Yes Yes Yes Yes No1. Limited to Carbon Dioxide or another suitable Division 2.2 gasinto a self-inflating life-

jacket 2. Must be for inflation purposes

3. No more than two small cylinders of Carbon Dioxide or any other suitableDivision 2.2 gas fitted within the life-jacket, per person; and

4. No more than two spare cartridges, per person.18

Small cartridges for Yes Yes Yes Yes No1. No more than four small cylinders of carbon dioxide or any othersuitableother devices

Division 2.2 gas, per person; and

2. The water capacity of each cylinder must not exceed 50ml.

NOTE: A 50ml gas cylinder is equivalent to a 28g Carbon Dioxide cartridge.


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Portable electronicdevices (such aswatches, calculatingmachines, cameras,cellular phones, laptopcomputers,camcorders)

Portable electronic Yes Yes Yes No No1. Carried by passengers or crew for personal usedevices containing

Lithium metal or 2. Batteries and cells must be of a type which meets the requirements of eachLithium Ion (Li-Ion) test in the UN Manual of Tests and Criteria, Part III, subsection 38.3.cells or batteries 3. Shall be carried as Carry-On baggage

4. Each Li-Ion battery must not exceed:

(a) A lithium content of 2 grams; or

(b) A Watt-hour rating of 100 Wh or less

19 5. If carried as checked-in baggage, measures must be taken to preventunintentional activation.

Spare batteries for No Yes Yes No No1. Carried by passengers or crew for personal useportable electronic

devices containing 2. Batteries and cells must be of a type which meets the requirements of eachLithium metal or test in the UN Manual of Tests and Criteria, Part III, subsection 38.3.Lithium ion (Li-Ion)cells 3. Each Li-Ion battery must not exceed:or batteries

(a) A lithium content of 2 grams; or


4. Shall be individually protected so as to prevent short circuits by:

(a) Placement in original retail packaging,

(b) Individually wrapped in a plastic bag or protective pouch,

(c) By taping over of exposed terminals using suitable electrical tapeor

(d) By otherwise insulating terminals.


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Portable electronic Yes Yes Yes Yes No1. Carried by passengers or crew for personal usedevices containing

Lithium ion (Li-Ion) 2. Batteries and cells must be of a type which meets the requirements of eachbatteries exceeding a test in the UN Manual of Tests and Criteria, Part III, subsection 38.3.Watt-hour rating of 3. Shall be carried as Carry-On baggage.100Wh but notexceeding 160Wh

Spare batteries for No Yes Yes Yes No1. Carried by passengers or crew for personal useportable electronic

devices containing 2. No more than two individually protected spare batteries per personlithium ion batteries 3. Batteries and cells must be of a type which meets the requirements of eachexceeding a Watt-hour test in the UN Manual of Tests and Criteria, Part III, subsection 38.3.rating of 100 Wh but

4. Each Li-Ion battery must not exceed:not exceeding 160 Wh(a) A lithium content of 2 grams; or


5. Shall be individually protected so as to prevent short circuits by:

(a) Placement in original retail packaging

(b) Individually wrapped in a plastic bag or protective pouch

(c) By taping over of exposed terminals using suitable electrical tape,or

(d) By otherwise insulating terminals.


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Fuel cells used to No Yes Yes No No1. Fuel cells containing fuel are only permitted in Carry-On baggagepower portable

electronic devices (for 2. Passengers may carry no more than two spare Fuel Cell cartridgesexample, cameras, 3. Fuel Cells must be durably marked by the manufacturer: “APPROVED FORcellular phones, laptop CARRIAGE IN AIRCRAFT CABIN ONLY”computers and

4. Each Fuel Cell and Fuel Cell cartridge must conform to IEC62282-6-100camcorders)Ed. 1, and be marked with a manufacturer’s certification that it conforms to

Spare fuel cell Yes Yes Yes No No that specification. In addition, each fuel cell cartridge must be marked withcartridges the maximum quantity and type of fuel in the cartridge

5. In addition to the languages required by the State of Origin for the markingsspecified above, English shall also be used.

6. Interaction between Fuel Cells and integrated batteries in a device mustconform to IEC 62282-6-100 Ed. 1. Fuel Cells whose sole function is tocharge a battery in the device are not permitted;

7. Fuel Cells must be of a type that will not charge batteries when the portableelectronic device is not in use

208. Fuel Cell cartridges may only contain flammable liquids, corrosive

substances, liquefied flammable gas, water reactive substances orhydrogen in metal hydride form

9. Fuel cell cartridges containing hydrogen in metal hydride form must complywith the requirements in Special Provision A162

10. Refuelling of Fuel Cells on-board an aircraft is not permitted except that theinstallation of a spare cartridge is allowed

11. The maximum quantity of fuel in any Fuel Cell or Fuel Cell cartridge mustnot exceed:

(a) 200ml for liquids;

(b) 200g for solids;

(c) For liquefied gases;

(i) 120ml for non-metallic Fuel Cell cartridges, or

(ii) 200ml for metal Fuel Cell or Fuel Cell cartridges; and

(iii) 120ml or less of water, for hydrogen in metal hydride form


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Dry ice Yes Yes No Yes No1. No more than 2.5kg per person

2. When used to pack perishables that are not subject to these Instructionsthe packaging must permit the release of Carbon Dioxide gas; and

3. When carried as Checked-In baggage, each package must be clearly21marked with:

• “DRY ICE” or “CARBON DIOXIDE, SOLID”; and

• The net weight of the Dry Ice content, or an indication that the netweight is 2.5kg or less.

Mercury barometer or No Yes No Yes Yes1. Must be carried by a representative of a government weather bureau orthermometer

similar official agency; and22 2. b) Must be packed in a strong outer packaging, having a sealed inner liner

or a bag of strong leak-proof and puncture-resistant material impervious tomercury, sufficient to prevent the escape of mercury from the packageirrespective of its orientation.

Instruments containing Yes Yes No Yes No1. Instruments must not exceed the activity limits specified in IATA DGR Tableradioactive material

10-3D(i.e. chemical agent23 monitor (CAM) and/or 2. Must be securely packed and without lithium batteries; and

rapid alarm and 3. Must be carried by staff members of the Organization for the Prohibition ofidentification device Chemical Weapons (OPCW) on official travel.monitor (RAID-M))

Energy efficient light Yes Yes Yes No No1. When in retail packaging; andbulbs242. For personal or home use.

Permeation devices for Yes No No No No Must comply with Special Provision A41.the calibration of Air

25Quality monitoringequipment


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Portable electronic Yes Yes No No No1. Battery must be 12 volts or less with a Watt-hour rating of 100Wh or less;equipment containing a

andnon-spillable batterymeeting the 2. Equipment must be incapable of inadvertent activation, or the batteryrequirements of Special disconnected and exposed terminals insulated.Provision A67

26Spare non-spillable Yes Yes No No No

1. Battery must be 12 volts or less with a Watt-hour rating of 100Wh or lessbatteries meeting therequirements of Special 2. The battery must be protected from short circuit by the effective insulationProvision A67 of all exposed terminals; and

3. No more than two individually protected batteries per person.

Internal Combustion Yes No No No No Must comply with Special Provision A70.27 Engines or Fuel Cell

Engines

Non-infectious Yes Yes No No No Must comply with Special Provision A180.28

specimens

Insulated packaging Yes Yes No No No Must comply with Special Provision A152.29 containing refrigerated

liquid nitrogen

Security-type Yes No No Yes No1. It is FORBIDDEN to carry Security type equipment that isdefective or thatequipment, such as

has been damaged.attaché cases, cashboxes, cash bags, etc., 2. The equipment must be incapable of accidental activationincorporating 3. Explosive or pyrotechnic substances or an explosive article containeddangerous goods as within equipment, must be excluded from Class 1by the appropriatepart of this equipment, national authority of the State of Manufacture in compliance with Partfor example, lithium 2;1.5.2.1batteries or pyrotechnic

4. Lithium cells or batteries contained within equipment, must:material(a) Contain 1g or less of Lithium

(b) An aggregate Lithium content of 2g or less,

(c) A Cell Watt-hour rating of 20Wh or less,30 (d) A Li-Ion Battery Watt-hour rating of 100Wh or less.

5. Each cell or battery is of the type proven to meet therequirements of eachtest in the UN Manual of Tests and Criteria, Part III, subsection 38.3.

6. If the equipment contains gases to expel dye or ink:

(a) May only contain gas cartridges and receptacles with a capacitynot exceeding 50ml, containing no constituents subject to theseInstructions other than a Division 2.2 gas


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(b) The release of gas must not cause extreme annoyance ordiscomfort to crew members so as to prevent the correctperformance of their assigned duties, and

(c) In the case of accidental activation, all hazardous effects must beconfined within the equipment and must not produce extremenoise.


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TABLE OF CONTENTSSECTION 6 - BAGGAGE .................................6‑i

6 INTRODUCTION .................................6‑16.1 Baggage Allowance .............................6‑16.2 Checked Baggage ..............................6‑16.3 Hand baggage ................................6‑1


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REVISION 1.0BAGGAGE 130331

SECTIONSECTION 66 -- BAGGAGEBAGGAGE

6 INTRODUCTION

6.1 Baggage Allowance

An allowance of up to 20kg per person is normally allowable unless otherwise advised. Shouldpayload allow then baggage in excess of this weight will be allowed for carriage. Excessbaggage charges are not applicable on closed charter flights but may be applied on IT charterand only when advised by Titan Airways.

6.2 Checked Baggage

All baggage being offered for check-in shall be labelled with a tag showing the followinginformation as a minimum

• Passenger name• Destination• Date• Flight Number• Unique identifier

A baggage receipt will be given to the passenger or may be held by a tour leader when one istravelling.

Baggage shall be tracked to ensure accounting and authorising of baggage from check-in toaircraft. Verification is required that all bags checked in are loaded onto the aircraft andguarantee that no incorrect bags have been loaded. This can be achieved by automatic ormanual (‘bingo card’) systems.

Unless otherwise advised Titan Airways will use notional baggage weights (listed under Weightand balance in this manual). When requested, agents shall weigh baggage and provide thisinformation to the Captain as part of the load advice process.

6.3 Hand baggage

Cabin baggage should be identified by check in agents so as to ensure that it is not ofexcessive size. All aircraft operated by Titan Airways have limited cabin baggage space andcare is required when checking in passengers.

Holiday Charter Flights

One piece of cabin baggage is allowed not exceeding the following dimensions:

56cm x 45cm x 25cm (22in x 18in x 10in), including the handle, pockets and wheels.

Maximum weight for the above shall be 6kg

In addition to the above the passenger may take the a ladies handbag or a smallbriefcase/laptop case

Ad-Hoc Charter


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REVISION 1.0 BAGGAGE130331

For private charter operations the above restrictions may be relaxed when advised by TitanAirways.

The following should be used as a guide (though not as a guarantee) as to flexibility in cabinbaggage allowances

Table 6-1 Guide to Cabin Baggage Allowances

BAe146 B757 / B737 / 767 / A320

Special Requirements

(All Cases)

Up to 40 passengers Up to two pieces per passenger may Up to two pieces per passenger maycarried carried

40 to 50 passengers One piece per person Up to two pieces per passenger maycarried

50 to 60 passengers One piece per person Up to two pieces per passenger maycarried

60 to 100 passengers Limited to one bag or briefcase Limited to one bag or briefcase (B737)

Two pieces (757)

Limited to one bag or briefcaseOver 100

passengers

NOTE

National limitations may be more restrictive than the above and at such locations the nationalregulation shall take precedence.


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TABLE OF CONTENTSSECTION 7 - SECURITY .................................7‑i

7 INTRODUCTION .................................7‑17.1 General .....................................7‑17.2 Passenger Check In .............................7‑17.3 Passenger Screening ............................7‑17.4 Hold baggage screening ..........................7‑27.5 Control of Firearms/Dangerous Articles/Law Enforcement Officers

...........................................7‑27.5.1 General Principles ..............................7‑27.5.2 Carriage of Firearms in Titan Airways Aircraft .............7‑37.5.3 Control of Firearms Carriage in a Titan Airways Aircraft .......7‑4

7.6 Refusal of Passengers (Drunk/Abusive) ................7‑47.7 Prohibited Articles ..............................7‑57.8 Persons Exempt from Screening .....................7‑5

Annex A - ..............................................7‑77.9 Passenger Check-In Procedures .....................7‑77.10 Passenger Questioning ...........................7‑77.11 Passenger and Baggage Search Prior to Embarkation ......7‑7

7.11.1 Search Standard ...............................7‑77.12 Transit Passengers .............................7‑8

7.12.1 Passengers on International Flights ...................7‑87.13 Processed Transit Passenger .......................7‑8

7.13.1 Transit Lounge ................................7‑87.14 Passenger, Flight Crew and Cabin Crew Movement Control ...7‑8

7.14.1 Supervision ..................................7‑87.14.2 Appropriate Embarkation ..........................7‑97.14.3 Appropriate Disembarkation ........................7‑97.14.4 Transfer of Crew / Passengers ......................7‑9

7.15 Reconciliation of Hold Baggage .....................7‑97.15.1 Conditions of Admission on to a Flight ..................7‑97.15.2 Process of Identification ..........................7‑97.15.3 Passenger Identification ..........................7‑97.15.4 Accompanied Hold Baggage .......................7‑107.15.5 Passengers Required On Board .....................7‑107.15.6 Reunited Hold Baggage ..........................7‑10


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‑‑IIII GROUND HANDLING MANUAL

REVISION 1.0 TABLE OF CONTENTS130331

7.15.7 Unaccompanied Hold Baggage .....................7‑107.16 Hold Baggage Manifest ..........................7‑10

7.16.1 Required Information ...........................7‑107.16.2 Item Specific Details ............................7‑107.16.3 Not Applicable Requirements ......................7‑117.16.4 Approval of Hold ..............................7‑117.16.5 Prior to Signature Checklist .......................7‑117.16.6 Delegation of Examination ........................7‑127.16.7 Signing of a Summary Page .......................7‑127.16.8 Unaccompanied or Unauthorized Additional Hold Baggage ....7‑127.16.9 Authority for Carriage ...........................7‑13

7.17 Protection of Hold Baggage .......................7‑137.17.1 Permitted Access to Hold Baggage after Screening .........7‑137.17.2 Surveillance of Hold Baggage Prior to Loading ............7‑137.17.3 Access to Hold Baggage Prior to Loading ...............7‑137.17.4 Breach of Surveillance Prior to Loading ................7‑13

7.18 Mishandled Baggage ............................7‑14


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REVISION 1.0SECURITY 130331

SECTIONSECTION 77 -- SECURITYSECURITY

7 INTRODUCTION

Security measures should always meet the national standards of the departure country andmaybe extended by additional resources dependent on the operation. Details of the SecurityPolicies of Titan Airways are contained within the Security Manual.

Full information on security requirements are contained within the Titan Airways Air CarrierSecurity Program which has restricted circulation. The following information is designed forissues likely to be faced by a handling agent.

7.1 General

All staff employed by the handling / cargo agent should be issued with means of identificationonly after completion of background checks appropriate and as permitted by the state ofoperation.

7.2 Passenger Check In

Passengers are required to be identified against either a passenger ticket or group manifest inthe case of private charter. Where there is doubt as to the matching of identification thepassenger shall be refused carriage. Identification is normally by means of a passport, nationalidentity card or temporary travel documentation.

Passengers should identify their checked and carry-on baggage to the extent needed to satisfythe check-in agent of their ownership.

When required by state regulations, passengers should be asked the following securityquestions prior to the issuance of a boarding card.

• Have you packed your bags yourself?• Could your baggage have been interfered with since then?• Has anyone given you anything to carry on the flight?

In the event a passenger answers yes to any of the above questions, arrangements should bemade by the handling agent to increase the level of search carried out on the passenger andtheir baggage. This can be completed by boarding card marking if local procedures cater forthis; else the passenger may need to be escorted to the search area and security officersbriefed.

7.3 Passenger Screening

On completion of check-in processing the passenger will be directed by the agent to a pointwhere all passengers shall be screened along with their carry-on baggage.

No passenger shall be allowed to board unless screened to the standard required by the stateof departure.


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REVISION 1.0 SECURITY130331

7.4 Hold baggage screening

All baggage presented for check-in shall be screened by security personnel prior to loadingonto a Titan Airways aircraft. Once screened such baggage must be protected againstunauthorised interference until such times as it is to be loaded.

Agents shall ensure a system is in operation that will ensure that all items of baggage placed inthe hold are accounted against passengers on-board the aircraft, or screened in accordancewith the state requirements for unaccompanied baggage.

7.5 Control of Firearms/Dangerous Articles/Law EnforcementOfficers

Suitable notices should be clearly available at check-in and gate desks showing prohibitedarticles and dangerous goods that are not permitted to be carried.

7.5.1 General Principles

Handling agents will ensure that any passenger who wishes to transport a firearm or otherdangerous article shall surrender it to their staff at check-in. Titan Airways will then beresponsible for the secure custody of any item surrendered from the time it comes into theircustody, until it is handed over.

For regulations and guidance governing the carriage of firearms on board, refer to EUregulation 185/2010, NASP, and Dangerous Goods section of IATA manual. Passengers shallnot be permitted to carry into security restricted areas or on board an aircraft any prohibitedarticles. Titan Airways will ensure that any firearm or dangerous article surrendered to theircustody is:

1. To be unloaded; and2. Not to be carried in any compartment or part of an aircraft to which passengers have

access and the weapon is transported in a sturdy container to prevent any possibledamage during the flight;

3. Ammunition for sporting weapons will be securely boxed and carried in or as holdbaggage;

4. Munitions of war, as opposed to sporting weapons, including their component parts andammunition can only be carried with written permission of the State Authorities ofDeparture and Arrival Airports and are stowed in an area that is inaccessible to anyperson while the aircraft is in flight;

5. Such weapons are not be carried on the Flight Deck or retained by any Crew Member;6. A lockable tamper-proof container located in the aircraft hold must be used for this

purpose;7. Firearms and other dangerous articles surrendered by, or confiscated from passengers

at airports of departure will not be returned to them before they reach the airport ofarrival;

8. Customs/Police must be informed, before the articles are restored to the passengers;9. Prior to authorising approval to carry firearms on board a passenger aircraft, the

appropriate authority for security of the granting state will obtain assurance that thearmed official is legally empowered to possess the weapon and has been trained in theuse, safe keeping and carriage of firearms;

10. Obtaining the approval of the operator is also included in authorising procedures;


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11. Persons granted approval are provided written documentation, which is subsequentlypresented to the operator and officials responsible for the security of the flight;

12. Procedures are implemented, which are designed to ensure, prior to boarding, armedpersonnel are thoroughly instructed regarding all rules and regulations pertaining to thecarriage of firearms. Such briefing would occur at the time the armed individual initiallychecks in for the flight and prior to the passenger screening process. In some cases, anarmed individual may be required to read and sign a document that contains all pertinentinstructions;

13. Airport and operator personnel responsible for security during the screening andboarding process of the flight, and the law enforcement or other armed authority at theairport, are made aware of the identity of any armed official;

14. The Pilot-In-Command is notified when weapons and ammunition are carried on theaircraft and if permitted by the state, the Pilot-In-Command is advised of the seatlocation of each armed person on board the aircraft;

15. If more than one armed person is on board a flight, each armed person is made awareof the seat location of other armed individuals; such notification is accomplished in amanner that ensures seat locations are not divulged to other passengers so as not todisrupt any covert assignment; In the event armed persons transfer from one aircraft toanother, it is incumbent on the original operator to facilitate the process by notifying thenext operator and/or crew. Transit and transfer stations are advised and ensure theintegrity of such items;

16. Such notification is accomplished in a manner that ensures all appropriate securityofficials and crew members are informed and aware of the armed passenger(s), andhave the necessary documentation that authorise carriage of a weapon by that person;

17. If the flight itinerary of an authorised armed person requires travel on an aircraftoperated in states other than the person’s own state, or if an authorised armed personmust enter the jurisdiction of another state, advance coordination is initiated between theappropriate security authorities to ensure compliance with all laws and regulations ofeach of the affected states and operators;

18. Cabin Crew are not permitted to serve alcoholic beverages to authorised armedpassengers;

19. At the final destination, security procedures are implemented to return the weaponsand/or ammunition to the passenger;

20. Titan Airways/ Handling Agent / Security Station Contractor will be responsible forensuring that this procedure is effectively operated.

7.5.2 Carriage of Firearms in Titan Airways Aircraft

Firearms and ammunitions may not to be carried in any compartment or part of a Titan Airwaysaircraft to which passengers have access.

Passengers shall not be permitted to carry into security restricted areas or on board an aircraftthe prohibited IATA articles.

The acceptance of firearms brought in on board aircraft have to be granted by the Authorities. Ifthat permission is granted, the Airline and their Handling Agent / Security Contractor will ensurethat:

• The carriage of firearms and ammunition will be required for the protection of theirprincipal and the permission from the ministry to be in written.

• Whether police will be accompanying the principal and will be carrying firearms, (loadedor otherwise) and ammunition on their person;


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• Whether police are not accompanying a protected person and will only require firearmsand ammunition to be carried in the hold or other location inaccessible to passengers;

• To ensure that suitable secure stowage will take account of any stops en-route to thepolice officer’s final destination: and

• To ensure that the firearms and ammunition will be returned to the police officers at thedestination airport in an appropriate location.

• The Pilot In Command must be informed of the number of armed passengers and theirposition.

7.5.3 Control of Firearms Carriage in a Titan Airways Aircraft

Persons may be in lawful possession of a firearm only if they hold a firearms certificate, butcontrol authorities may exercise discretion and permit the retention of firearms in an aircraftwithout a certificate when they are carried by duly authorised persons for purposes ofprotecting the aircraft and passengers.

The control of firearms on board aircraft is exercised by the Authorities and the police. TheCaptain of the aircraft will receive a declaration from the Authorities confirming the permissionof carriage of any firearms on board their aircraft and the firearms will either be secured onboard or taken into police custody while the aircraft is on the ground.

The acceptance of firearms brought in on board aircraft have to be granted by the Authoritiesand must comply with NASP requirements and the general principles and are also subject tothe following:

1. Only pistols and revolvers will be granted exemption from seizure. Exemption fromseizure will not be given to:

• Fire arms which are manufactured or adapted to fire automatically, or in bursts;• Firearms with barrels of more than six inches ( measured internally from the breach

to the muzzle);• Magnum weapons.

2. The number of firearms on board the aircraft must not exceed nine.3. An Authorised and qualified person will ensure that the weapon/s is/are not loaded.4. On arrival of the flight an authorised and qualified person will implement all required

security procedures to return the weapon/s and/or ammunition to the passenger.

7.6 Refusal of Passengers (Drunk/Abusive)

Titan Airways will refuse carriage of any passenger under the following circumstances:

• Those passengers who are apparently under the influence of alcohol or drugs• Those passengers whose transportation presents a danger to themselves and/or other

passengers.• Those passengers who are abusive to handling agent staff, security staff / crew• Those who fail to observe the instructions given by the carrier or their agents in relation to

air transport safety.

Any passengers falling into the above categories who present themselves at check-in shouldbe notified to the Titan Operations or the Commander who will advise on further action ifnecessary.


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Where handling staff have reason to suspect passenger/s suitability for travel on security/safetygrounds then under no circumstances should the passenger be allowed to board and the localpolice should be called for further assessment of the passenger/s. Captain of the aircraft mustbe informed of this situation.

Handing staff MUST brief Crew on any passenger(s) who exhibit unusual behaviour andcharacteristics but are accepted for carriage.

7.7 Prohibited Articles

Suitable notices should be clearly available at check-in and gate desks showing prohibitedarticles and dangerous goods that are not permitted to be carried.

Where weapons (other than firearms) are found to be in the possession of passengers on aTitan airways aircraft they must be removed.

All restricted articles should be placed in a sealed container and placed in the forward holdafter advising the Captain of the article. Destination agent shall be advised of the article bySITA and it should be collected from the aircraft on arrival. The article must only be returned tothe passenger by the handling agent at destination once inside the landside area of theterminal.

Where a weapon is not declared and is removed from a passenger a report shall be made toTitan Airways within 24 hours of any such incident.

Any carriage of Munitions of War must be referred to the Titan Airways Dangerous GoodsManager unless previously advised to the agent.

7.8 Persons Exempt from Screening

Many countries allow Royalty / Senior Political figures to be exempt from screening. WhereTitan is aware of such a person travelling this will be notified in advance. In the event of such apassenger presenting for carriage without notification please contact Titan Airways operationswith information of the passenger without delay.


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INTENTIONALLY BLANK

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ANNEX A -

The following are details from the company Air Carrier Security program appropriate forensuring handling agents apply the correct policies for Titan Airways operations. Para graphreferences may not be included in these extracts and Titan Airways Security department shouldbe contacted where clarification is required in such cases.

7.9 Passenger Check-In Procedures

The Contracted Representative shall ensure that:

• A list of all prohibited articles is made available to passengers at the any ticket desk, andat each check-in desk or self-service machine (whether landside or airside) used by TitanAirways; and

• Boarding passes, baggage tags and other documents in the airline’s possession, whichmay be used to gain access to a critical part or an aircraft, are securely stored. He shallensure that equipment used for producing or completing such items is securely stored.

7.10 Passenger Questioning

The requirement for questioning of passengers has been removed within Europe. It isacceptable for handling agents to continue this practice where it forms a part of their standardoperation procedure. Where questioning is used and the passenger meets the criteria for‘Selectee’ (or other similar designator) then selectee enhanced hold baggage screeningfunctions shall be followed.

7.11 Passenger and Baggage Search Prior to Embarkation

The Contracted Representative shall not cause or permit (unless exempted by the nationalauthority):

• Any passenger to go on board any Titan Airways aircraft unless the passenger has beensearched at the airport to the standard required (by the state of departure).

• The cabin baggage and coat/jacket of any passenger to be taken on board any TitanAirways aircraft unless such items have been searched at the airport to the standardrequired (by the state of departure).

7.11.1 Search Standard

The Contracted Representative shall take all reasonable steps to ensure that the searches ofpassengers and their cabin baggage are to a standard reasonably to ensure that no prohibitedarticles, or any other article over which the person conducting the search has concern, arepresent. Any person refusing searching or either the person or baggage shall not be permittedto travel on the flight


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7.12 Transit Passengers

7.12.1 Passengers on International Flights

The Contracted Representative shall ensure that each transit passenger who arrives on aninternational flight:

• Remains on board the aircraft upon which he arrived (Not permitted for UK from non-domestic transit); or

• Is escorted to, and remains in a sterile gate lounge after disembarking the aircraft uponwhich he arrived, so that he is not permitted to have contact with any person other than:○ Those with whom he arrived at the airport;○ Passengers and members of the crew of the aircraft on which he intends to depart;

and○ Persons whose duty it is to ensure that he has no such contact; or○ Is searched, with his cabin baggage, before having contact with departing

passengers, other than those with whom he arrived at the airport or passengers andmembers of the crew of the aircraft on which he will depart. .

7.13 Processed Transit Passenger

Where a transit passenger is processed in accordance with the Sterile Gate loungearrangement above, the Contracted Representative shall ensure that that passenger (and anyother passenger he may have had contact with in the sterile gate lounge and who also seeks toleave the lounge) and any items carried by him, are searched before he is permitted anycontact with any searched departing passenger intending to board any other aircraft at theairport.

7.13.1 Transit Lounge

Where transit passengers are processed in accordance with Sterile Gate lounge arrangementabove, the Contracted Representative shall ensure that the sterile gate lounge is checked forany prohibited article immediately following the completion of passenger boarding.

7.14 Passenger, Flight Crew and Cabin Crew Movement Control

7.14.1 Supervision

When an aircraft is positioned off-jetty within a critical part the Contracted Representative shallensure that departing and arriving passengers are supervised on the ramp to a standardsufficiently reasonably to ensure that:

• There is no deviation from authorised routes to and from the aircraft; and• Departing passengers have no contact with passengers from or on other flights.


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7.14.2 Appropriate Embarkation

The Contracted Representative shall ensure that departing passengers embark upon theappropriate aircraft.

7.14.3 Appropriate Disembarkation

The Contracted Representative shall ensure that arriving passengers enter the appropriatearrivals channel of the airport’s terminal

7.14.4 Transfer of Crew / Passengers

Where he is responsible for the transfer of crew members and / or passengers by vehicle toand from aircraft, the Contracted Representative shall ensure that the vehicle is searched to astandard sufficient reasonably to ensure that, following the carriage of arriving passengers and/ or crew members, no prohibited articles, or any other article over which the person conductingthe search has concern, are on board. The Contracted Representative shall ensure that thesearch is undertaken before any departing passengers and / or crew members for an aircraftboard the vehicle.

7.15 Reconciliation of Hold Baggage

Identification and Manifest

The Contracted Representative shall ensure that any item of hold baggage to be taken onboard any of his aircraft is:

• Identified as accompanied or unaccompanied hold baggage; and• Recorded as such on a hold baggage manifest relating to that flight.

7.15.1 Conditions of Admission on to a Flight

The Contracted Representative shall not cause or permit any item of hold baggage to be takenon board any Titan Airways aircraft unless it has been identified as either accompanied orunaccompanied hold baggage and recorded as such on the hold baggage manifest relating tothat flight.

7.15.2 Process of Identification

The Contracted Representative shall ensure that the process of identification of baggage inaccordance with “Identification and Manifest” above shall be achieved by either automated ormanual means and in the event of automatic systems failures a manual system is available andused.

7.15.3 Passenger Identification

The Contracted Representative shall take all reasonable steps to ensure that each passengerboarding an aircraft, who is recorded as having placed hold baggage in his custody for carriagein the hold of that aircraft, is in fact the person who placed that hold baggage in his custody.


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7.15.4 Accompanied Hold Baggage

The Contracted Representative shall not cause or permit any item of accompanied holdbaggage to be placed on board any aircraft unless that hold baggage has been searched inaccordance with the required levels of screening for the state of operation.

7.15.5 Passengers Required On Board

The Contracted Representative shall not cause or permit an aircraft to depart from the airportunless he has taken all reasonable steps to ensure that every person (including any transitpassenger, where appropriate) who has placed hold baggage in his custody for carriage in thehold of that aircraft is on board the aircraft.

7.15.6 Reunited Hold Baggage

If any person who has placed hold baggage in the custody of the Contracted Representative forcarriage in the hold of an aircraft is not on board that aircraft he shall remove that person’s holdbaggage from the hold and shall thereafter treat that baggage as unaccompanied holdbaggage. If such baggage is subsequently placed on board the same aircraft as the personwho placed it in his custody it shall be treated as accompanied hold baggage.

7.15.7 Unaccompanied Hold Baggage

The Contracted Representative shall ensure that no item of unaccompanied hold baggage istaken on board an aircraft unless the procedures set out in Unaccompanied and Selectee HoldBaggage “have been carried out.

7.16 Hold Baggage Manifest

7.16.1 Required Information

The Contracted Representative shall ensure that a hold baggage manifest is prepared for eachflight made by his aircraft and that the following information is recorded on each manifest:

• The flight number; and• The date of the flight.

7.16.2 Item Specific Details

The Contracted Representative shall ensure that, in respect of each item of hold baggageloaded for a flight, the following information is recorded on the manifest:

• The baggage tag number (or other identifier approved in writing by the Appropriatenational authority) that directly links that item of baggage with the passenger recorded ashaving placed it in his custody; and

• Where the item of hold baggage has been identified by manual means:○ Information relating to the flight number; and○ Information relating to the date of the flight; and


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○ Whether the item of hold baggage is accompanied or unaccompanied hold baggage;and

○ In respect of each item of unaccompanied hold baggage confirmation that it hasbeen subjected to the appropriate security controls.

7.16.3 Not Applicable Requirements

The requirements above shall not apply where:

a passenger or a crew member is at or beyond the boarding gate for the flight, or such otherpoint authorised in writing by the Appropriate national authority, and the ContractedRepresentative:

• Removes an item of baggage from that person to be placed in the hold; or• Reunites that person with an item of baggage previously placed in his custody,

and the passenger or crew member identifies the baggage as belonging to him; or

• The baggage tag number of the item of hold baggage loaded is cross-checked withinformation in the Departure Control System, the cross-check confirms that the bagremains accepted for the flight and the entry on the manifest shows an indication toconfirm the fact; or

• The item of hold baggage is unaccompanied; or• Written authority confirming that the information is not required has been issued to Titan

Airways by the appropriate national authority.

7.16.4 Approval of Hold

The Contracted Representative shall ensure that prior to push-back and provided the appointedperson is satisfied that all hold baggage loaded onto the aircraft has been subjected to theappropriate security controls and authorised for carriage on the flight, the appointed personlegibly signs the hold baggage manifest.

7.16.5 Prior to Signature Checklist

The Contracted Representative shall ensure that, prior to signing the hold baggage manifest,the appointed person shall:

Where hold baggage has been identified by manual means:

• Examine each entry on the hold baggage manifest that has been recorded as above tosatisfy himself that each entry relates to the relevant flight and fully accords with therequirements of the item specific details above;

• Where hold baggage has been recorded on the manifest by manual cross checkingagainst the DCS system, ensure that there is an indication confirming that fact; and

• Compare the number of bags recorded on the hold baggage manifest with the number ofitems of hold baggage accepted for the flight recorded in the Departure Control Systemand other associated baggage acceptance records;


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Where hold baggage has been identified by automated means:

• Examine the hold baggage manifest and any associated documentation to satisfy himselfthat each item of hold baggage recorded remains authorised for the relevant flight andfully accords with the requirements of not applicable requirements; and

• Compare the number of bags recorded on the hold baggage manifest with the number ofitems of hold baggage accepted for the flight as recorded in the Departure Control Systemand other associated baggage acceptance records.

7.16.6 Delegation of Examination

The appointed person may delegate another person to undertake the examinations (requiredprior to signature) on his behalf provided that the appointed person receives writtenconfirmation of the completion and result of such examination.

7.16.7 Signing of a Summary Page

The Contracted Representative shall ensure that the appointed persons either:

Signs each separate page making up the hold baggage manifest; or

Creates and signs a summary that shows separately:

• The flight number;• The date;• Where any baggage loaded has been identified by automated means, the number of

accompanied hold bags authorised for carriage that have been identified by automatedmeans;

• The number of accompanied hold bags authorised for carriage that have been identifiedby manual means;

• Where any baggage loaded has been identified by automated means, the number ofunaccompanied hold bags authorised for carriage that have been identified by automatedmeans;

• The number of unaccompanied hold bags authorised for carriage that have beenidentified by manual means; and

• A declaration confirming that all reasonable steps have been taken to ensure that holdbaggage has been appropriately identified and recorded on the hold baggage manifestand that unaccompanied hold baggage has been appropriately searched; and

Attaches to the summary document each separate document that comprises the hold baggagemanifest and which was created manually.

7.16.8 Unaccompanied or Unauthorized Additional Hold Baggage

The Contracted Representative shall ensure that:

• Where no unaccompanied hold baggage has been loaded for the relevant flight, the holdbaggage manifest includes a statement to this effect; and

• No item of hold baggage is placed on board the aircraft after the manifest has beensigned without the authority of the appointed person.


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7.16.9 Authority for Carriage

Where the Contracted Representative allows an item of unaccompanied hold baggage to beplaced on board an aircraft he shall ensure that a copy of the completed hold baggagemanifest is made available to the aircraft captain.

7.17 Protection of Hold Baggage

7.17.1 Permitted Access to Hold Baggage after Screening

The Contracted Representative shall ensure that only the following persons may have accessto any item of hold baggage after it has been placed in his custody and shall grant such accessonly where he believes such a person to have a legitimate reason for requiring access:

• Employees or agents of Titan Airways or the airport manager;• Passengers under the continuous supervision of a security agent appointed by him;• Crew members of any of Titan Airways aircraft about to depart from the airport under the

continuous supervision of a security agent appointed by him;• Constables and officers of H.M. Customs and Excise acting in pursuance of their duties;• Authorised persons in exercise of the Secretary of State’s powers in Section 20 of the Act.

7.17.2 Surveillance of Hold Baggage Prior to Loading

The Contracted Representative shall ensure that whilst any hold baggage or Unit LoadingDevices await loading on to an aircraft they are protected from interference by being guardedor kept under constant, direct line-of-sight surveillance by a person (or persons) appointed forthe task by him.

7.17.3 Access to Hold Baggage Prior to Loading

Where hold baggage and Unit Loading Devices are protected as above, the ContractedRepresentative shall ensure that each person requiring access to such items is challenged,their credentials checked and their reason for requiring access established. These steps arenot required where it is already known that the person is an authorised person who haslegitimate reason for access; provided that where the authorised person is believed to be aDepartment for Transport Security Inspector a challenge shall be made.

7.17.4 Breach of Surveillance Prior to Loading

Where the surveillance requirements have not been complied with, the ContractedRepresentative shall ensure that before being placed on board an aircraft the relevant itemsare searched by hand or screened by x-ray to a standard sufficient reasonably to detectprohibited articles.


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7.18 Mishandled Baggage

Where baggage has been mis-handled by way of missing flights, missing labelling or carried onan incorrect flight it must be retained in a secure area prior to being sent onward to correctdestination or disposal.

Such baggage should be held in a locked cage or room operated by the company’s handlingagent at the affected airport. Access to the room/cage shall only be permitted by thoseauthorised by the Contracted Representative.

Baggage that is to be forwarded by air shall be screened as unaccompanied baggage prior tosubsequent on-loading onto any aircraft. Where baggage is unclaimed after 6 weeks it shouldbe reported to Titan Airways commercial department who will advise on its disposal.


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TABLE OF CONTENTSSECTION 8 - BOARDING .................................8‑i

8 INTRODUCTION .................................8‑18.1 Boarding Area preparation .........................8‑18.2 Boarding Process ..............................8‑18.3 Additional Gate Security ..........................8‑18.4 Jump-seat rules ................................8‑2


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REVISION 1.0BOARDING 130331

SECTIONSECTION 88 -- BOARDINGBOARDING

8 INTRODUCTION

8.1 Boarding Area preparation

Prior to the boarding process commencing the following should be check (as applicable):

• Check correct flight information is displayed at gate• Ensure Dangerous Goods notices are displayed at the boarding gate• If walking on apron, check route to aircraft is safe and clearly marked• For jet-bridge boarding secure and mark route to aircraft• Obtain clearance for boarding from crew

8.2 Boarding Process

The boarding process should be completed as follows (as applicable):

• PA calling passengers for boarding (if PRM’s etc then call first)• Verify each passenger’s identity• Check name on boarding card against identity document• Visual check of ID document photo against person presenting for travel• Retain boarding card stub or scan through DCS as appropriate• Apply cabin baggage policy as required (outsize items should be tagged and hold loaded /

adjusted weight calculations should be advised to crew)• Check passenger numbers boarded against DCS or boarding cards/manifest• Confirm passenger number with crew (provide Passenger Information List (PIL) as

available)• Send post flight messages as required

CAUTION

Any passenger discrepancies MUST be resolved prior to closing the aircraft door.

8.3 Additional Gate Security

Some countries (e.g. U.S.A.) require additional screening at gate for certain flights. Where sucha requirement exists, this will be advised to the agent by Titan Airways. If US approved staffare not available then Titan Airways may secure the use of suitable trained third party securitystaff. Agents should assist such security staff in gaining access to the appropriate areas in suchcircumstances.


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REVISION 1.0 BOARDING130331

8.4 Jump-seat rules

On occasions due to over booking / combining flights / staff passengers the cabin crew jump-seats may be considered for use for ticketed passengers. Agents should contact the crew toascertain if any suitable cabin crew jump-seats are available and then obtain approval from theCaptain for their use. Such passengers when approved must be able bodied and will beboarded last.


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TABLE OF CONTENTSSECTION 9 - WEIGHT AND BALANCE ......................9‑i

9 INTRODUCTION .................................9‑19.1 Load Control ..................................9‑19.2 Standard Seating / Load Plans (SSP/SLP) ..............9‑29.3 Baggage/Cargo Loading (and Unloading) ...............9‑29.4 Loadsheet ...................................9‑49.5 Loadsheet Copy ...............................9‑49.6 Last Minute Changes ............................9‑4


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REVISION 1.0WEIGHT AND BALANCE 130331

SECTIONSECTION 99 -- WEIGHTWEIGHT ANDAND BALANCEBALANCE

9 INTRODUCTION

Titan Airways’ Flight Deck Crew maintain control of load control of company aircraft includingpreparation and completion of the loadsheet. The information provided below and the aircraftannexes are for handling and cargo agent handling purposes only.

9.1 Load Control

Passenger/Baggage Weights

For load advice purposes, standard passenger weights including hand baggage listed belowshould be used.

Table 9-1 Passenger Weight/Mass Constants

Passenger Type Male Female All Adult

Passengers on all flights 88kg 70kg 84kgexcept holiday charters

Passengers on holiday 83kg 69kg 76kgcharters

Children (between 2-12 35kg 35kgyears or child under 2 ifoccupying a separate seat.

Infants (under 2 years of 0kg 0kgage if sharing seat withadult)

All of the above weights are inclusive of cabin baggage. Cabin baggage allowance may NOTbe deducted.

Where passenger load profiles are abnormally biased in terms of passenger mass, these will –where possible – be advised to the agent in advance. In the event that an agent identifies aflight where the above weight allowance would clearly be unsuitable, then this shall be advisedto the Crew or Titan Airways Operations as soon as practicable.

Notional weights will be used for all other baggage unless significant outsize and abnormalbaggage is presented for carriage (e.g. sports teams). In this event actual weights should beprovided and the crew notified.

The following notional weight should be used where applicable:

One snowboard 17kg

Skis 12kg

Ski boots 5kg

*use of these notional values should be notified to the commander either via the flight brief /series brief or from handling agent information.


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9.2 Standard Seating / Load Plans (SSP/SLP)

SSP/SLP are available for use on all aircraft. Details are found in appendices.

9.3 Baggage/Cargo Loading (and Unloading)

The Handling/Cargo agent shall compile information on cumulative baggage/cargo noting anyindividual or cumulative loads that are abnormal and exceed normal allowances. Wherepossible, such items should be individually weighed and the information should then be passedto Crew for inclusion on the loadsheet.

Where items are taken from passengers as gate delivery items, the information must be madeavailable to the Crew.

Any other non-normal items (irregular size/density, etc.) shall be advised to the Crew and anyfurther instructions sought and followed.

Any hold loaded items that are NOT baggage are deemed to be considered cargo. Thisincludes company material and catering supplies/equipment. Control of this is retained by TitanAirways with the crew being advised of weight and balance information through internal briefingsystems (Flight/Catering Brief or MEL).

Baggage/Cargo will be loaded in accordance with the Captain’s (or authorized crew member)instructions. Instructions from crew members shall be recorded on either the Titan Load ReportForm (see next page & aircraft type appendices) or the handling agent’s generic form

Cargo/Mail will not be loaded in the cabin of a passenger role aircraft. Seat loading of suchmaterial is prohibited.

Only appropriately trained persons shall be permitted to be involved in loading and unloadingprocess of Baggage/Cargo/Mail/Dangerous Goods.

Loading staff shall ensure that all items loaded are loaded in such a manner as to preventdamage and inflight movement.

Prior to closure of the hold doors and securing curtains shall be affixed in place securely.


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REVISION 1.0WEIGHT AND BALANCE 130331

Figure 9-1 Passenger Load Report Form


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REVISION 1.0 WEIGHT AND BALANCE130331

9.4 Loadsheet

Manual load sheet will be prepared by Captain at all times. DCS data although available willonly be accepted for load information/advice purposes.

Table 9-2 EDP versus Manual Loadsheet Data

Aircraft Type Availability

BAe146 EDP data available on CODECO for seat allocation &planning

Manual W&B completion by Crew

B737 EDP data available on CODECO for seat allocation &planning

Manual W&B completion by Crew

B757 Manual ONLY

AHM560 not available at present

B767 Manual

AHM560 not available at present

9.5 Loadsheet Copy

One copy of the loadsheet shall be retained in the flight file for not less than the period statedfor document retention in

SECTION 2 -2.5

of this manual.

9.6 Last Minute Changes

Last Minute Changes are an inevitable part of the aircraft operation. Agents must ensure thatinformation pertaining to additions or removals of passengers, baggage and cargo are advisedto the Crew without delay.

The Crew will perform checks on the weight and balance effect of any change and advisedagents if any additional action is required.


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TABLE OF CONTENTSSECTION 10 - RAMP OPERATIONS ........................10‑i

10 INTRODUCTION ................................10‑110.1 Ramp Safety in Aircraft Handling ....................10‑110.2 Ground Personnel Safety Precautions ................10‑110.3 Danger Areas ................................10‑210.4 Equipment Restraint Area & Equipment Restraint Line ......10‑210.5 FOD – Foreign object Debris ......................10‑210.6 Aircraft Arrival ................................10‑3

10.6.1 Preparation .................................10‑310.6.2 Taxi and parking ..............................10‑310.6.3 Marshalling (Equipment / Definitions) ..................10‑310.6.4 Parking and Wind conditions .......................10‑4

10.7 Post Parking Actions & Accessing aircraft ..............10‑410.7.1 Accessing passenger doors .......................10‑410.7.2 Aircraft Servicing ..............................10‑5

10.8 Parking – Security .............................10‑510.8.1 Security ....................................10‑510.8.2 Night Stops .................................10‑6

10.9 Departure (see also Loading & Weight and Balance sections) .10‑610.9.1 Engine Start .................................10‑6

10.10 Incident Management and Reporting .................10‑7


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REVISION 1.0RAMP OPERATIONS 130331

SECTIONSECTION 1010 -- RAMPRAMP OPERATIONSOPERATIONS

10 INTRODUCTION

10.1 Ramp Safety in Aircraft Handling

Ramp safety rules and procedures promote safe ground handling. The minimum safety rulesand procedures defined in this section should always be applied and understood by personnelworking on the ramp.

Aircraft damage can endanger passengers, staff and aircraft. Even a slight scratch on anaircraft may result in a serious accident.

Additional information and guidance on normal and contingency operations (Severe weather,etc.) can be found in the Airside Management and Safety section of the IATA AHM.

If you see or cause any aircraft damage, you MUST report it

10.2 Ground Personnel Safety Precautions

The following basis standards of safety are expected to be employed by agents:

• Proper training of personnel in correct operating procedures and safe work practices• Enforcement of safety rules, procedures and requirements• Exercising extreme care when operating ground support equipment in the vicinity of an

aircraft• Only adequately trained & authorized personnel are permitted to operate equipment.• Equipment is maintained and checked on a regularly scheduled basis• Portable electronic equipment shall not be operated whilst operating GSE• Equipment should never cross the path of taxiing aircraft or embarking / disembarking

passengers.• Equipment should be driven no faster than walking speed when in the vicinity of aircraft.• Safety shoes or boots should be worn to prevent foot injuries.• Personnel working in noise-intensity areas should wear approved hearing protection.• Clothing/Reflective jackets appropriate to the weather conditions should be made

available to personnel• Personnel shall not walk or stand on a moving conveyorbelt.• Personnel shall keep clear of aircraft engine intake/exhaust areas• Ground support equipment should be moved away from the aircraft vicinity and secured.• Vehicles MUST NOT be parked under the aircraft wing-trip fuel vents.• The ground area beneath exit doors should be kept clear of any obstructions.• A person shall be allocated to supervise all airside activities (Dispatcher/Leading

Hand/Ramp Supervisor as applicable).


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10.3 Danger Areas

There is a particular danger of blast damage or injury from the aircraft engine’s exhaust orintake. The risk is increased when an aircraft stops and then applies power to ‘break away’ tocontinue manoeuvring.

Vehicles and personnel must remain clear of aircraft danger areas when aircraft engines arerunning and the anti-collision lights are on.

In order to prevent accidents and incidents personnel and/or should never be positioned in thefollowing critical areas during aircraft departure or arrival.

• Engine Intake Area• Engine Blast Area

WARNING

DANGER

Ground personnel and/or loose equipment must stay clear of intake and blast areas

NOTE

See aircraft sections for information of intake/blast area distances

10.4 Equipment Restraint Area & Equipment Restraint Line

The equipment restraint area (ERA) is defined as the area of the bordered by a red line knownas the equipment restraint line – or as otherwise indicated – in which the aircraft is parkedduring ground operations.

The ERA must be free of obstructions and Foreign Object Debris (FOD) before and duringaircraft arrival and departure.

10.5 FOD – Foreign object Debris

Foreign Object Debris (FOD) is a general term which applies to all loose objects which are ahazard to the safety of an aircraft and which, therefore must not be left in any area where theywould constitute a hazard.


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Examples of FOD – Plastic and paper, sheets, rags, metal nuts and bolts, cans, tools,equipment, stones, pebbles, wood, luggage parts etc.

CAUTION

All personnel are responsible for identifying and removing FOD

10.6 Aircraft Arrival

10.6.1 Preparation

Prior to the arrival of an aircraft the stand or parking area should be prepared. This shouldinclude the following actions:

• Stand to be clear of equipment , obstructions and FOD• Parking position is clear of snow/ice• Sufficient manoeuvring area is available• Ground support equipment (GSE) serviceable and secure• GSE to be located behind any Equipment restraint line or marked restriction line• Guidance systems to be activated OR marshaller (and wingman) available• Staff in position to operate steps or jet-bridge as appropriate

10.6.2 Taxi and parking

The handling agent should ensure that the aircraft is guided onto a parking stand by the safestmeans. Guidance may be by approved airport stand guidance systems or by use of atrained/approved marshaller (with wingmen as appropriate). Where stand guidance systemsare used the agent shall be responsible for the operation of the system or for ensuring theappropriate authorities activate it prior to arrival. A marshaller provides guidance but theresponsibility for the safety of the aircraft remains with the Commander.

10.6.3 Marshalling (Equipment / Definitions)

Aircraft being manually directed into parking positions are to be guided by the following:

Marshaller – A qualified person to be located on the parking position slightly to the left ofcentreline to guide the aircraft to the parking position.

Wingman – One or more qualified persons to be located at the wingtip/s to provide obstacleclearance information to the marshaller. The wingman must be in visual contact with themarshaller at all times.

During hours of daylight bats should be used and illuminated wands used during the hours ofdarkness or during poor visibility.

All marshalling shall be completed using ICAO standard signals. (Information can be located athttp://www.skybrary.aero/bookshelf/books/291.pdf


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Upon completion of the parking process, hand signals only shall be used by ground personnelto indicate that "chocks are in position" and "shut down engines". Parking brakes shall not bereleased until all engines have been shut down and until the cockpit personnel haveascertained that chocks have been inserted and that the aeroplane is not moving.

NOTE

Company aeroplanes may be taxied on the movement area of an aerodrome only by a person

• Authorised and found competent by the Company, and• Competent to taxi the aeroplane and to use the required means of communication, and• Instructed in respect to aerodrome layout, routes, signs, marking, lighting, ATC

instructions, and all applicable procedures.

Titan Airways aircraft are prohibited from self manoeuvring onto nose in stands at anytime

10.6.4 Parking and Wind conditions

When aircraft are parked in strong wind conditions consideration should be made wherepossible for the parking position to be into wind or as requested by the aircraft commander.Chocks should be placed both forward and aft of main wheels.

10.7 Post Parking Actions & Accessing aircraft

Handling staff should only approach the aircraft once the anti-collision beacon has been turnedOFF

The aircraft should be chocked as appropriate for the conditions.

WARNING

DANGER

When placing wheel chocks:

Stand well clear of the path of the tyres in case of aircraft movement

Approach main gear from front or rear to avoid blowout danger

Cones, where available, should be positioned at each wingtip and aft of the tail section of theaircraft. If Passenger Inline Guidance Systems (PIGS) are available then these should be usedto prevent passengers and personnel from walking beneath the aircraft or in the vicinity of theengine. When not available, suitable guidance by handling agent personnel should be put inplace.

10.7.1 Accessing passenger doors

Either suitable height steps or an air-bridge should be positioned without delay for passengerdeplaning.


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Once steps are in position any securing struts/stabilizers should be put in place or theequipment chocked. When the steps have been secured one person should proceed to the topof the steps and knock on the main passenger door to indicate it is safe to open. Once the doorhas been opened, fix the sides rails/panels into position and lock.

For jet-bridge operation the unit must be properly positioned and secured before indication isgiven to the crew to open the door.

WARNING

DANGER

Passenger doors shall only be open when suitable boarding equipment is in place. There is a riskof falling when opening and closing cabin doors. Slide deployments can be fatal. If and armed doorbegins to open DO NOT attempt to hold the door as you risk serious injury or death

Only Titan crew should open and close passenger and service doors

10.7.2 Aircraft Servicing

Other equipment required for the servicing of the aircraft should approach the aircraft withcaution and in a manner not to impede the dis-embarkation and unloading process. Vehiclesshould be positioned in accordance with the ground servicing equipment diagrams in theindividual aircraft appendices to this manual.

Care must be taken when operating such items as belt loaders to ensure they are position in amanger that will avoid contact with the aircraft when the aircraft rises/or falls duringunloading/loading.

When opening and closing hold doors exercise caution to ensure the door does not impact andground support equipment.

Ensure at the completion of baggage and cargo loading, any hold nets are properly secureprior to door closing.

(See also sections on fuelling, catering and de-icing)

10.8 Parking – Security

10.8.1 Security

Whilst Titan aircraft are unattended during turn-rounds the aircraft must protected fromunauthorised access by steps and jettys being moved away from the aircraft. In addition to theabove measure crew may security seal doors and hatches on night stops. Agents should notbreak seals unless authorised by Titan Operations or the aircraft commander.

If any unauthorised person(s) are believed to have accessed the aircraft or found in theimmediate vicinity of the aircraft, Titan Operations and the Commander must be informed priorto departure as to assess the level of security check to be employed prior to departure.


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10.8.2 Night Stops

If the aircraft is parked for a night stop or otherwise left unattended, all doors shall be locked,sealed or alarmed, jetty disconnected and/or stairs removed. If unauthorised access has beenestablished, this must be reported to operations and the aircraft must be screened prior todeparture. The Commander is responsible for the sealing of the aircraft.

10.9 Departure (see also Loading & Weight and Balancesections)

On completion of loading of passengers the agent shall confirm with the crew that they areready to close doors and depart. The side guards on steps shall be removed and thepassenger door then closed. Once this is completed any struts/stabilizers or chocks should beremoved and the equipment removed (under direction of a banksman if required)

For jet-bridge operation the jetty shall not be removed until the aircraft passenger door is shut.

10.9.1 Engine Start

A qualified person should complete a final examination of the aircraft before engine start toconfirm:

• Surface condition of the apron is adequate to conduct operations• Apron is clear of items that might cause FOD• Aircraft servicing doors are all closed and secure• Power cables and jet-bridge/steps removed• Cones/PIGS removed and secured.• Equipment and vehicles positioned clear of aircraft movement path• Adequate clearance from obstructions for aircraft movement path• No damage to the airframe (if damage seen it MUST be reported to crew immediately)• Chocks removed

Headset communication should be established with the Flight Deck crew prior to engine start orpushback procedures. Crew will call for ground checks which will encompass the minimum ofthe following actions:

• Exterior inspection (as above) completed• Ramp area free of FOD• All GSE disconnected from the aircraft• Chocks and pins removed• Towing tug/tractor connected (if required)

Once cleared by ATC the crew will advise the headset operator to commence the push/towprior to engine start.

On complete of the push/start manoeuvre the crew will advise on disconnect and the side ofthe aircraft where the headset operate should exit to provide a visual signal that all areas of theaircraft are clear.

In the event of headsets either unserviceable or not available ICAO recognised hand signalsshould be used.


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10.10 Incident Management and Reporting

Any incident involving GSE or personnel that causes damage to an aircraft must be reportedimmediately to the aircraft Captain and also Titan operations.

A reportable incident also includes the following:

• Act of aggression (e.g. BOMB THREAT or HIJACKING)• Injury to an employee involving a Titan Airways aircraft• Breach of security procedures• Damage to aircraft• Undeclared dangerous goods are discovered• Potential hazard to passengers and/or ground crew• A flight is despatched insecure not meeting baggage reconciliation requirements• An event where standards have been compromised• An environmental incident (e.g. fuel spill)

Handling agents should have local contingency procedures for dealing with incidents that affectthe operation and level of service provided. Guidance on key events is shown below:

Follow up action by the agent should include:

• Withdrawing staff member/s from duty• Interviewing all staff members allocated to the flight• Photographs of damage and area of incident• Initial written report from Supervisor level to Titan within 4 hours of incident• Full report from management level to Titan within 7 days of incident

Some incidents (aircraft damage / dangerous goods) will require the state of occurrence to benotified and a report provided to them. Agents should make arrangements for this notification totake place when required/requested.

Incident reports shall be kept for a minimum period of 12 (twelve) months from the date of theincident.

Internal (Titan Airways) reporting of Ground Handling issues of either a reactive or proactivebasis shall be notified to the company using the TASARS reporting system andaudit/inspections. Issues raised shall be investigated and risk assessed with appropriatemitigation measures employed as required.

Where significant issues are raised as a result of reporting, audit or inspection then these willbe manager by the Operations Director and referred to either a Safety Action Group or theQuality Safety Review Board for management level review.


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Figure 10-1 Form 10-1 Sample Incident Report Form


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Figure 10-2 Form 10-1 Sample incident report form / cont’d


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TABLE OF CONTENTSSECTION 11 - FUELLING ................................11‑i

11 INTRODUCTION ................................11‑111.1 Fuel delivery .................................11‑111.2 General fuelling precautions .......................11‑111.3 General Refuelling operations ......................11‑111.4 Fuelling with passengers on-board ...................11‑211.5 Fuelling Safety Zone ............................11‑3


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REVISION 1.0FUELLING 130331

SECTIONSECTION 1111 -- FUELLINGFUELLING

11 INTRODUCTION

11.1 Fuel delivery

Fuel may be delivered to a Titan Airways aircraft either under contractual arrangements withmajor fuel companies or under a one-off release for non-contracted locations. All fuel shall besupplied free from contamination in accordance with the standards of the IATA Fuel QualityPool. Where a formal contract is not in place the supplier giving an ‘open release’ for the supplyof fuel will offer this on the basis of the supply being in accordance with the IATA standardcontract for fuel delivery.

Only persons who have received initial and recurrent training and testing in the delivery of fueland associated emergency procedures shall operate refuelling process on Titan Airwaysaircraft.

11.2 General fuelling precautions

• Particular care is required in advising the refuelling agency of the correct type, grade andfuel quantity required, with special reference to the units of measurement quoted (litres,US. gallons, pounds etc.);

• the bowser or other fuel installation must be earthed to the aeroplane structure before thehose is extended, and remains so earthed until refuelling is complete;

• smoking is not permitted within 15 metres of the aeroplane while refuelling is in progress;• the correct quantity of anti-freeze additive that is dispensed into the fuel where specified

by the aeroplane manufacturer;• the fuel bowser/installation readings at the start and finish of refuelling reflect accurately

the fuel uplift as indicated on the aeroplane fuel quantity gauges, and a gross error checkis carried out.

NOTE

When refuelling with wide cut fuels the aeroplane electrical supply should be switched off beforerefuelling starts, and remain off until refuelling ceases and the hoses have been removed.

11.3 General Refuelling operations

A crewmember or engineer will generally be available to operate or supervise the operation ofrefuelling switches. Fuel companies may operate these switches on confirmation of theappropriate training/briefing on the manufacturer’s procedures for the aircraft type involved.


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11.4 Fuelling with passengers on-board

Subject to local regulations and requirements Titan Airways does allow fuelling to take placewith passengers on-board. This can only be carried out under the following conditions:

• A Flight Crew Member or suitably qualified ground engineer (see note below) must advisethe handling agent and refuelling operative and remain on the flight-deck duringrefuelling/defueling. APU must be operated (or Shut Down) as per manufacturersprocedures;

NOTE

The qualified person referred to above must be capable of handling emergency proceduresconcerning fire protection and fire fighting, handling communications and initiating anddirecting an evacuation.

• Two-way communication should be established and remain available using the aircraftinter-communications system or person-to-person between the flight deck and groundcrew supervising the refuelling operations;

• if required by the local national, or airport Authority, air traffic control and the aerodromefire services are to be advised that refuelling/defueling will be taking place withpassengers on board;

• crew, staff and passengers are to be advised that refuelling/defuelling is about to takeplace;

• Loading bridge shall be in place and secure to allow for any emergency evacuation to aterminal prior to the commencement of refuelling operations. If no loading bridge thensteps should be in place as directed by the crew;

• a crew member will be stationed at the main exit door to assist in the evacuation if anemergency should occur and other emergency doors exits will be guarded by cabin crewmembers who must be prepared for an immediate emergency evacuation;

• Passengers must be under the supervision of handling agent staff and should be routed toavoid the fuelling zone (see below). Any baggage identification/retrieval process must takeplace away from the fuelling zone;

• if the presence of fuel vapour is detected inside the aeroplane, any fuel spill occurs or anyother hazard arises refuelling/de-fuelling must be stopped immediately; Ground agentsshould be aware of any hazards and advised crew and refueller immediately;

• In the event of a fuel spill the Airport Fire Services should be summoned immediately(unless already present). Crew should be notified without delay and agents should assistin any subsequent instructions given by the crew;

• no individual items of electrical equipment (including mobile telephones) may be operatedwhile refuelling/de-fuelling is in progress; electrical equipment shall not be connect ordisconnected whilst fuelling operations are undertaken;

• the position of the fuel bowser/installation relative to the aeroplane is to be such that it willnot impede the rapid exit of passengers if an emergency evacuation becomes necessary;

• Suitable fire extinguishing equipment should be available (this is normally a part of thefuel delivery vehicle equipment);

• A bonding connection shall be made between the aircraft and the refuelling vehicle toprovide for a dissipation of electrical energy that may develop.

• the ground area beneath the exits intended for emergency evacuation and slidedeployment areas must be kept clear and any servicing being undertaken shall no createhazard or obstruction;


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REVISION 1.0FUELLING 130331

• No aeroplane is re/de-fuelled with Avgas or widecut fuel (e.g. Jet B or equivalent) or whena mixture of these types of fuel might occur, when passengers are embarking, on board ordisembarking;

• Fuelling operations shall be ceased at any time lightning is determined to be a threat.

11.5 Fuelling Safety Zone

The fuel safety zone is the area immediately around the refuelling point where risk ofcombustible gases is most likely.

The size of the fuelling area corresponds to the shape of the wings extended 3m radius aroundthe fuelling receptacles, fuel vents and around fuelling equipment. Only persons and equipmentdirectly involved with the fuelling process should be located within this zone.

No other service vehicles or equipment are permitted in this zone whilst refuelling operationsare undertaken.

A prohibition of the use of portable electronic devices within the zone shall be in place duringthe fuelling process. In addition no use of other sources of ignition shall be permitted (e.g.matches / flammable equipment / flashbulbs)


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TABLE OF CONTENTSSECTION 12 - DE-ICING .................................12‑i

12 INTRODUCTION ................................12‑112.1 Clean Aircraft Concept ..........................12‑112.2 Standard Method for Application ....................12‑2

12.2.1 General ....................................12‑2


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REVISION 1.0DE-ICING 130331

SECTIONSECTION 1212 -- DE-ICINGDE-ICING

12 INTRODUCTION

Titan Airways operates a de-icing program to ensure that aircraft are operated to the CleanAircraft concept in hazardous cold weather conditions.

De-icing operations shall be undertaken on instruction from the aircraft Commander. All de-icing shall be completed in accordance with the guidelines published by the Association ofEuropean Airlines (AEA) ‘Recommendations for De-icing / Anti-icing of Aircraft on the Ground’.Due to the nature of the Titan Airways non-scheduled operation a network lists is not providedin this manual.

Ad-hoc requests for de-icing may not involve the signing of formal contract but such requestsshall be handled as if SGHA terms were in force and the operations carried out in accordancewith the AEA guidelines. Regular locations STN/EDI/EMA/BFS/EMA/EXT/ BOH/CMF arecovered under handling or direct contract and may be subject to audit.

De-icing shall be carried out to ensure the Clean Aircraft Concept is maintained. This isachieved by following standard operating procedures either of the supplier of the guidancebelow.

12.1 Clean Aircraft Concept

The assurance that a takeoff is not attempted when ice, snow, slush or frost is present oradhering to the wing, fuselage or empennage of the aircraft.

Only suitably trained (and current) staff should be employed in de-icing operations and suchstaff must also be trained in completion of a post de-icing inspection of the aircraft. Trainingmust include areas of the airframe that should be avoided by spraying operations. To assist inthis individual aircraft charts showing such areas are in the aircraft type appendices to thismanual.

Fluids and mixes accepted for use on Titan Airways aircraft are listed in Operations ManualPart A Section 8 / Appendix A. Crew will use these tables for the calculation of holdover times.

The following fluids are currently listed for use:

• Type I• Type II• Kilfrost ABC-K• Type IV• AL-34

Use of any fluids that deviate from the fluids approved under ISO/SAE shall be referred to TitanAirways before use.

Fluids shall be stored and handled in accordance with the recommendations of the AEAGuidelines.

De-icing process should involve the following:

• Confirmation from Flight Deck Crew that aircraft is in the correct configuration forcommencement of de-icing process.


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REVISION 1.0 DE-ICING130331

• Details of fluids and mixture shall be advised to the aircraft Commander in order thatholdover times may be calculated.

• De-Icing should be carried out in a structured manner to ensure all contaminated parts ofthe aircraft are properly and thoroughly covered (see below). Specific aircraft limitationsare covered on the de-ice diagrams in the aircraft type appendices to this manual.

• Flight Crew should be receive confirmation of a ‘clean’ aircraft.• On completion of the de-icing process and prior to aircraft movement an ‘all clear’

indication shall be given to the flight deck crew.

Training records must be available for inspection by Titan Airways at any time.

12.2 Standard Method for Application

12.2.1 General

1. For maximum effect, fluid will be applied close to the surface of the skin to minimise heatloss.

2. Do not spray at right angles to the aircraft surfaces.3. Frost, ice and snow dilutes the fluid. Apply sufficient hot de-icing fluid to ensure that re-

freezing does not occur and that all contaminated fluid is driven off the aircraft surfaces.4. On vertical surfaces, work from the top down5. On wings, horizontal stabilisers and elevators, spray from the leading edge to the trailing

edge. Do not spray from the rear, thus avoiding fluid ingress into control surface cavities.Start at the highest point of the surfaces and work to the lowest parts, i.e. on mostaircraft start at the wing tip and work towards the wing root. Some aircraft (typically 146types) have anhedral wings, i.e. slope down from the wing root to the wing tip. On theseaircraft types, start spraying at the wing root and work outward to the wing tip.

6. Where an aircraft lands on a runway contaminated with snow, slush or ice, theCommander may choose to leave the flaps extended for arrival on stand where aninspection could take place by the qualified engineer to determine if de-icing is required.Where this is required, a fine cone spray pattern at low pressure should be used toloosen the contamination prior to a manual method to brush off all contamination and asmuch of the fluid residues as possible. Holdover times will not apply to extended flaptreatments. Report details of the treatment to the Commander.

7. On the fuselage, spray along the top centre line and then outboard. Ensure the fuselageis clear of ice, slush and snow. Do not spray directly at cabin windows.

8. Avoid spraying de-icing fluid directly at antennae, stall vanes, pitot tubes, static vents,angle of attack airflow sensors or air stream direction detectors and probes. If yoususpect de-icing/anti-icing fluid had contaminated any of these items, you must reportthis immediately to the Commander or relevant Engineer.

9. On the Nose and Radome area, Engine Nacelles and Flight Deck Windows, manualmethods of removal e.g. soft bristled brushes or squeegees is the recommendedmethod. Where de-icing fluids are used, spray fluid using a fine cone spray pattern,spray from the rear of the nose cone forward and avoid spraying directly onto or near toFlight Deck Windows as de-icing fluid could cause severe loss of visibility during flight.Any de-icing fluid remaining on the nose area post treatment where it could blow backonto the windscreens during take-off or on the Engine Nacelles, must be removed priorto dispatch using squeegees or equivalent methods.

10. On engine intakes/exhausts and/or fan blades, do not use de-icing fluid to remove ice orsnow contamination. Hot air or other means as recommended by the engine


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REVISION 1.0DE-ICING 130331

manufacturer should be used which is an engineering function. Do not spray de-icingfluid directly onto thrust reversers.

11. Avoid spraying de-icing fluid directly at or into air intakes of the APU and/or airconditioning intakes. If you suspect de-icing/anti-icing fluid had contaminated any ofthese items, you must report this immediately to the Commander or relevant Engineer.

12. For landing gears and wheel bays, the application of de-icing fluid must be kept to anabsolute minimum. Do not spray de-icing fluid directly onto brakes and wheels.

13. Ensure de-icing treatments are performed symmetrically, i.e. both sides are treated inthe same way, same areas, same amount and type of fluid with the same mixturestrength. This is particularly relevant when the treatment is carried out using two de-icingrigs.


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TABLE OF CONTENTSSECTION 13 - SERVICING ...............................13‑i

13 INTRODUCTION ................................13‑1


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REVISION 1.0SERVICING 130331

SECTIONSECTION 1313 -- SERVICINGSERVICING

13 INTRODUCTION

Aircraft servicing equipment location diagrams and access points are shown in the respectiveaircraft type Appendix.


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TABLE OF CONTENTSSECTION 14 - CARGO ..................................14‑i

14 INTRODUCTION ................................14‑114.1 Acceptance ..................................14‑114.2 Security ....................................14‑114.3 ULD/Pallet ..................................14‑214.4 Loading ....................................14‑414.5 Securing of cargo ..............................14‑414.6 COMAT ....................................14‑414.7 Dangerous Goods .............................14‑414.8 Live Animals .................................14‑414.9 Other Special Cargo ............................14‑5

14.9.1 Perishable Cargo ..............................14‑514.9.2 Human Remains ..............................14‑514.9.3 Outsize and Heavy Cargo ........................14‑614.9.4 Fragile Cargo ................................14‑614.9.5 High Value Cargo .............................14‑6

14.10 Contingency and Emergency ......................14‑614.10.1 Bomb Threat ................................14‑614.10.2 Suspected Bomb/Explosives .......................14‑614.10.3 Other Emergencies ............................14‑6


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REVISION 1.0CARGO 130331

SECTIONSECTION 1414 -- CARGOCARGO

14 INTRODUCTION

General cargo is not normally carried on Titan Airways flights. It may be accepted by customerairlines and presented for carriage using the procedures of the customer carrier.

Cargo flights are normally undertaken as sole use charters and the guidance below relates tothis and the carriage of non-revenue cargo only. All cargo carried must be accepted, handled,transported and loaded in accordance with all applicable laws, regulations and rules, includingthe Air Carrier Security programme.

All documentation and markings associated with the transport of cargo shall be in the Englishlanguage and supplemented with local languages as required.

14.1 Acceptance

All acceptance points shall display the appropriate Dangerous Goods warning signage.

Titan Airways operations and commercial staff will make arrangements between the chartererand the agent for an agreed delivery and acceptance point.

On receipt of cargo at the acceptance point it shall be inspected by the agent for the following:

• Proper marks and labelling’• Signs of damage or leakage (if present, deny transportation)• Suitability of packaging for transport• Cargo present corresponds to documentation provided/information advised

This requirement also applies to overpacks and built ULD/Pallet consignments.

Where packages are found to be leaking or otherwise damaged and unsuitable for transportthey should not be loaded and the item should be referred back to the shipper.

Once accepted and prior to loading, cargo shall me stored in suitable facilities that provideprotection from weather, contamination and damage. Cargo should be stored in such a mannerthat ensures proper separation in accordance with the appropriate IATA manuals for differingtypes of cargo such as dangerous goods, radioactive material and other special cargo, such ashuman remains, live animals, perishables, valuable cargo and fragile goods.

14.2 Security

Handling / Cargo agents operating a cargo facility are required to ensure that the facility andprocedures provide for a level of protection that meets state requirements for the prevention ofintroduction of any prohibited article onto an aircraft or any other unlawful interference.

Cargo facilities that are located within or access security restricted areas or critical parts mustensure that security control processes are in place that verifies the identity of staff workingwithin those areas and have screening processes applied that meet the state or localregulations.

All personnel who are involved in the screening of air cargo or have access to such items afterscreening shall be subject to the background check requirements of this manual.


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REVISION 1.0 CARGO130331

Various cargo security regimes are in force in different countries of the world some allowing theuse of ‘known’ or ‘Account’ customer arrangements. It is Titan Airways policy that ALL cargoshould be screened prior to loading onto an aircraft unless other approved arrangements areadvised.

14.3 ULD/Pallet

Cargo on sole use charter generally requires building on pallets or ULDs. Titan Airways willensure these are available in advance (or on the inbound aircraft) and allow for building timewithin the schedule.

ULDs should be inspected prior to building and on unloading for airworthiness andserviceability. ULDs that are damaged shall be withdrawn from service and referred to TitanAirways for shipping or repair instructions.

If any doubt exists as to the serviceability of a ULD Titan Airways should be contacted toreference any issues or damage against the manufacturer’s maintenance and componentmanuals/records which are held in the Titan Airways Engineering Technical Library.

In the event that dangerous goods are being carried in ULDs then the handling/cargo agentshall ensure that the ULD:

1. Is marked with the class or division number( of such dangerous goods;2. If a ULD contains packages bearing a ‘Cargo Aircraft Only’ (CAO label, it indicates the

ULD can only be loaded onto a cargo aircraft.

Pallets/ULDs should be built up so they are evenly loaded across the floor area of the unit toavoid deformation and associated loading difficulties.

Where pallets are used the netting and securing straps provided shall be used to ensure theload is properly secured prior to loading.


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Figure 14-1 ULD Damage Report


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14.4 Loading

A nominated lead ramp person shall be responsible for the co-ordination of the loading ofcargo. Any particular procedure will be advised by Titan Airways in advance.

Loading staff must remain vigilant to ensure that packages that are either damaged or leakingare not loaded onto aircraft. They should be returned to the cargo facility and referred back tothe shipper.

Loading should be completed using HiLo equipment for main deck operations. Fork lift loadingis NOT normally permitted for either main deck or belly hold operations due to the danger ofaircraft damage. Where this remains the only option, Titan Airways shall be consulted prior toany such operation.

ULD/Pallets must be loaded in accordance with the Captain’s instructions and in a manner thatwill not unbalance the aircraft at any point leading to a tail drop. This may involve a progressiveprocess (See B737 appendix for guidance)

14.5 Securing of cargo

Each unit must be secure to the aircraft floor structure using the ‘bear trap’ securingmechanisms. On completion of loading each ULD/pallet, the integrity of the netting/straps mustbe checked prior to loading any subsequent unit into position.

Bulk loaded hold items shall be loaded so as to ensure there is protection against movementin-flight, either by use of volume of other cargo and baggage or by securing to the floorstructure of the hold.

14.6 COMAT

COMAT is occasionally carried in limited quantity (mostly aircraft spares). Such material isprepared by the Engineering Stores staff and loaded onto the aircraft as agreed with the aircraftcommander.

14.7 Dangerous Goods

See SECTION 16.

14.8 Live Animals

Titan Airways does not routinely carry live animals. When such occasions arise the animalsshall only be carried in accordance with the IATA Live Animal Regulations in force at the time.All animals shipments shall not be accepted unless the appropriate certificate document isprovided by the shipper.

Information on loading locations for animals can be found in the individual type annex to thismanual.

Other considerations when carrying live animals:

• All live animals shall be loaded in the prescribed compartments.


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• The cages shall always be tied down or lashed to avoid any movements during takeoff,flight or landing.

• Cages shall be stowed with sufficient space between them and other loads to guaranteesufficient supply of air.

• Cages must not be stowed directly in front of air ventilation outlets or in direct contact withouter compartment walls.

• Live animals shall not be loaded in the same compartment with edible cargo or cateringsupplies, human remains (HUM) or dry-ice (ICE) in larger quantities.

• Live animals shall always be stowed well above the stowage level of dry ice, even in smallquantities.

• Animals with an intensive odour shall not be loaded on a predominantly passenger flight.• The doors of cargo compartments with live animal loads shall be closed as late as

possible and opened at transit and/or destination stations first; special care must be takenin case of strong winds, heavy rain, snow fall and extreme local temperature conditions.

• Information to crew. The commander shall be informed about the transportation.

14.9 Other Special Cargo

When requested, Titan Airways will transport special cargo listed below in the mannerdescribed:

14.9.1 Perishable Cargo

Any perishable cargo should be referred by the agent to Titan Airways for further instructionunless advised in advance. Carriage shall only be in accordance with the IATA PCR and thestate regulations of the origin and destination.

Perishable cargo shall be accepted for carriage only if properly packed in order to avoiddamage and/or contamination to other loads, ULDs or compartments.

In the event of any delay to perishable goods Titan Airways will liaise with the shipper todetermine appropriate action.

14.9.2 Human Remains

Requests for transportation shall be directed to Titan Airways operations and the contents ofthe requests shall include the following information:

• Passenger’s name, date of birth and death;• Reason for death;• Flight number, date and routing for the transportation requested;• The undertaker’s address and telephone number at the destination;

Human remains shall be contained in a coffin with a hermetically sealed inner container ofbronze, lead or zinc. In case of cremated remains, the casket must be packed in a sealed outerbox or case.

The handling agent must obtain a certificate of death issued by the Civil Registrar (orequivalent depending on jurisdiction/State). In case of cremated remains, an official Certificateof Cremation must be obtained. Certificates should be legalised where necessary, by the localnotary/consul of the country of destination.


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All certificates and the passport shall be attached to a cargo manifest.

The coffin shall be loaded on the aircraft and secured to prevent any in-flight movement.

The Commander of the aircraft shall be notified of the weight and location of the coffin.

14.9.3 Outsize and Heavy Cargo

Any outsize or heavy (HEA) cargo should be referred by the agent to Titan Airways for furtherinstruction unless advised in advance.

14.9.4 Fragile Cargo

Any fragile cargo should be referred y the agent to Titan Airways for further instruction unlessadvised in advance.

14.9.5 High Value Cargo

Any high value cargo should be referred by the agent to Titan Airways for further instructionunless advised in advance. It is important that details of high value shipments are always keptconfidential between those directly involved.

Titan Airways will, where necessary, provide information on suitable handling and securitymeasures to be applied in respect of such shipments.

14.10 Contingency and Emergency

14.10.1 Bomb Threat

In the event the cargo facility is targeted by a bomb threat of whatever nature then localevacuation procedures should be implemented immediately and law enforcement/emergencyagencies contacted for response.

Should a threat be directed to Titan Airways then the company will invokes its contingencyresponse including contacting the affected agent to invoke procedures as above.

14.10.2 Suspected Bomb/Explosives

In the event the screening process reveals the presence of either a suspect bomb orundeclared explosive material then local evacuation procedures should be implementedimmediately and law enforcement / emergency agencies contacted for response.

14.10.3 Other Emergencies

Agents shall use the appropriate local procedures or information from the IATA AHM inresponse to other emergencies. Law enforcement / emergency agencies should be contactedfor response where appropriate.


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TABLE OF CONTENTSSECTION 15 - MAIL ....................................15‑i


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REVISION 1.0MAIL 130331

SECTIONSECTION 1515 -- MAILMAIL

Mail is carried under sole use charter arrangements with the UK Royal Mail.

All mail shall be security screened by Royal Mail prior to being loaded into ULDs or preparedfor hold loading. This screening process shall also identify any prohibited articles or dangerousgoods which should be removed from carriage when found.

Specific turn-round plans exist for each aircraft type involved in mail operations. Details onthese are found in the appendix to this manual.


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TABLE OF CONTENTSSECTION 16 - DANGEROUS GOODS – CARGO ..............16‑i

16 INTRODUCTION ................................16‑116.1 Acceptance ..................................16‑116.2 Loading / Unloading ............................16‑116.3 Notice to Commander ...........................16‑216.4 Undeclared Goods .............................16‑316.5 Incidents ....................................16‑316.6 Signage ....................................16‑416.7 Undeclared/Mis-Declared Dangerous Goods ............16‑416.8 Spillage or leakage of dangerous goods in holds .........16‑416.9 Documentation ................................16‑4


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REVISION 1.0DANGEROUS GOODS – CARGO 130331

SECTIONSECTION 1616 -- DANGEROUSDANGEROUS GOODSGOODS –– CARGOCARGO

16 INTRODUCTION

Titan Airways carriage of Dangerous Goods requires that handling agents adhere to thefollowing procedures. All Dangerous Goods are handled in accordance with IATA DangerousGoods Regulations (current edition).

Staff must be suitably trained in IATA Dangerous Goods Regulations and training records shallbe subject to inspection/audit by Titan Airways at any time.

Dangerous Goods notices must be prominently displayed at check-in and cargo acceptancepoints

Staff involved in the acceptance and/or loading of Dangerous Goods shall receive such initialand recurrent training in the following (minimum) areas:

1. General Philosophy2. Limitations3. General requirements for shippers (acceptance staff4. Classification (acceptance staff5. List of Dangerous Goods (acceptance staff6. General packing requirements (acceptance staff7. Packing instructions (acceptance staff8. Labelling and marking9. Shippers declaration and other relevant documentation (acceptance staff10. Acceptance procedures (acceptance staff11. Recognition of undeclared dangerous goods12. Storage and loading procedures13. Flight Crew notification (NOTOC14. Provisions for passengers and/or Crew15. Emergency procedures

16.1 Acceptance

Dangerous Goods warning signage shall be displayed at all cargo acceptance points.

Before dangerous goods are accepted for air transport an acceptance check must be carriedout using a dedicated check list, to ensure as far as is possible that packages, overpacks andfreight containers are not damaged or leaking, they are correctly marked and labelled anddangerous goods transport documents have been completed correctly, according to theDangerous Goods Regulations. IATA Dangerous Goods Acceptance Checklist shall be usedfor acceptance procedures. This checklist should be retained for not less than 3 months andmust be available for inspection by Titan Airways on request.

16.2 Loading / Unloading

Loading and Unloading of dangerous goods shall only be completed by DGR trained personnelunder the supervision of an appropriately qualified person.


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REVISION 1.0 DANGEROUS GOODS – CARGO130331

Before dangerous goods are loaded on an aeroplane and after unloading from an aeroplane,packages, overpacks and freight containers must be inspected for evidence of damage orleakage, as required by the Dangerous Goods Regulations. Leaking or damaged packages,overpacks or freight containers must not be loaded onto an aeroplane. If there is evidence ofdamage or leakage or contamination, the procedures set down in the Dangerous GoodsRegulations must be followed. Titan Airways must be informed without delay by SITA or fax ofany such incidents.

When dangerous goods hazard and handling labels are discovered to be lost, illegible ordetached from shipments after formal acceptance by the handling/cargo agent, such labelsshall be replaced in accordance with the information provided on the Shippers Declaration forDangerous Goods. Replacement of labels does NOT apply where labels are found to bemissing or illegible at the time of acceptance.

Dangerous goods must not be carried in the cabin of an aeroplane occupied by passengers oron the flight deck, except as provided for in the Dangerous Goods Regulations.

Dangerous goods which are being shipped as Cargo Aircraft Only shall be subject to meetingthe following loading restrictions unless otherwise notified by Titan Airways:

• Loaded in a Class C compartment; or• In a ULD container equipped with a fire detection/suppression system equivalent to that

required by the certification requirements of a Class C compartment as determined by therelevant authority; or

• In such a manner that in the event of an emergency involving such packages oroverpacks, a Crew Member or other authorized person can access those packages oroverpacks and can handle – and where size or weight permit – separate such items fromother cargo.

Dangerous goods identified as suitable for transport only on a cargo aircraft must not be carriedon an aeroplane on which passengers are being carried. In this context ‘passenger’ excludes acrew member, an operator’s employee, an authorised representative of an Authority and aperson with duties in respect of a particular shipment of dangerous goods or other cargo onboard.

Dangerous goods must be loaded, stowed and secured on an aeroplane as required by theDangerous Goods Regulations. This includes segregating packages from each other when theycontain incompatible dangerous goods, securing packages to ensure their orientation orposition does not change to the extent that they may be damaged or affect passengers and, ona cargo aircraft, loading certain packages so they are accessible in flight.

16.3 Notice to Commander

The commander of the aeroplane on which dangerous goods are to be carried must beinformed before the flight of those dangerous goods, as provided for in the Dangerous GoodsRegulations. This information must be presented on the attached Notice to Commander(NOTOC) form and include:

• The proper shipping name and UN number (when assigned);• The class or division, any identified subsidiary risks and, for explosives, the compatibility

Group;• The packing group (when assigned);• The number of packages, net quantity or gross mass per package;• Loading location / ULD identification; and


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• Confirmation that there is no evidence of damaged or leaking packages.

The NOTOC shall be signed by the Commander and one copy retained on the ground asbelow.

Copies of both documents shall be readily available on the ground at point of departure anddestination for the duration of the flight. In the event that departure station agent (includingCargo department) is not staffed 24H then these documents must be sent by fax to Titan Ops+44 1279 680110 to ensure that they are accessible for the duration of the flight.

16.4 Undeclared Goods

In the event of an agent discovering undeclared dangerous goods prior to loading then thegoods shall not be loaded and this shall be reported to Titan Airways by SITA without delaygiving the following information:

• Shipper• Consignee• Nature of Goods (UN number / proper shipping name if avail)• Action taken

Copy of any cargo documentation must be faxed to Titan Airways +44 1279 680110

In the event of an agent discovering undeclared dangerous goods during off load the reportingrequirements detailed above shall be applied.

16.5 Incidents

Initial response to a dangerous goods incident shall be to ensure the safety of passengers andall staff.

Any incidents involving dangerous good either shipped on, or due to be shipped on a TitanAirways aircraft shall be reportable to Titan Airways (SITA or Fax) and to the State ofoccurrence.

Flight No.

From

To

Nature of incident

Shipper

Consignee

Nature of Goods (UN number / proper shipping name if avail)

Action taken

Copy of any cargo documentation must be faxed to Titan Airways +44 1279 680110


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REVISION 1.0 DANGEROUS GOODS – CARGO130331

16.6 Signage

The required Dangerous Good signage shall be in position at all cargo acceptance points

Agents should be aware of and be alert to the presence of dangerous goods in baggage ascovered by latest edition of the IATA Dangerous Goods Regulations.

16.7 Undeclared/Mis-Declared Dangerous Goods

In the event that undeclared dangerous goods or mis-declared dangerous goods arediscovered at either; check-in, security search, cargo reception or gate, a report detailing thefollowing information is to be submitted to Titan Airways and to the appropriate authority of thestate of occurrence within 24 hours of the incident.

• Name and address of passenger• Route• Description of goods carried• Narrative report from witnesses

16.8 Spillage or leakage of dangerous goods in holds

Should any spillage or leakage of hazardous contamination and/or dangerous goods occur, thefollowing actions, as applicable, should be taken:

• Remove items from aircraft and immediate zone as soon as practicable.• Prevent item from being loaded and remove from vicinity of aircraft.• Contact emergency services as appropriate.• Assess contamination to other baggage/cargo or ULDs and remove/prevent loading such

items as applicable.

For hazardous materials and dangerous goods (except Class 7) spillage or leakage,engineering staff involvement should be sought in the cleanup process.

In the event of Class 7 Radioactive contamination, the aircraft will be removed from servicepending evaluation by appropriately qualified personnel.

A report shall be sent to Titan Airways within 24 hours of any such incident and to theappropriate authority of the State of the occurrence, if required.

16.9 Documentation

The handling agent shall retain the following dangerous goods documentation for 3 monthsfrom flight date. This documentation shall be available for inspection by Titan Airways onrequest.

• Shippers Declaration• Acceptance Checklist• Notice to Commander (NOTOC)

A copy of the Notice to Commander MUST also be sent by fax to the destination airporthandling agent and/or Titan Airways on +44 1279 680110


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Figure 16-1 Form17-1 Dangerous Goods - Notice to Commander


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TABLE OF CONTENTSSECTION 17 - CARRIAGE OF ELECTRIC MOBILITY AIDS .......17‑i

17 INTRODUCTION ................................17‑117.1 Check-in ....................................17‑117.2 Wheelchairs/Mobility Aids with Non-Spillable Wet Batteries or with

Batteries which Comply with IATA DGR Special Provision A123..........................................17‑1

17.3 Wheelchairs/Mobility Aids with Spillable Batteries .........17‑217.4 Wheelchairs/Mobility Aids with Lithium Batteries ..........17‑317.5 Aircraft Loading ...............................17‑4

17.5.1 Notification to Crew ............................17‑5


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REVISION 1.0CARRIAGE OF ELECTRIC MOBILITY AIDS 130331

SECTIONSECTION 1717 -- CARRIAGECARRIAGE OFOF ELECTRICELECTRIC MOBILITYMOBILITYAIDSAIDS

17 INTRODUCTION

17.1 Check-in

Where an Electrical Mobility Aid is presented for carriage at check-in the handling agent willverify if notification and approval has been received from Titan Airways. If this approval hasbeen given then the passenger should be checked-in as normal and then directed to the PRMprovider at the airport for preparation of the aid and further assistance.

In the event that no pre-notification has been received then the agent should contact TitanAirways with details of the aid being presented for carriage. Titan Airways staff should completethe normal acceptance procedure detailed above and confirm acceptance using the Carriage ofElectrical Mobility Aid form to the agent as soon as practical.

In the event that a non-notified aid cannot be carried due to lack of space of failure to supplythe required information, the passenger should be informed as soon as possible and a recordmaintained of the passenger name and reasons for refusal of carriage.

Table 17-1 Check In Process

Check-in Process

Pre-notified pax at check-in

• Check mobility aid same as notified (if no take details of mobility aid make/model and refer to Titan Airways forassessment and approval for carriage)

• Attach Mobility Aid Tag

• Direct pax to PRM service provider

Non-notified passenger

• Take details of mobility aid make/model and refer to Titan Airways for assessment and approval for carriage

If carriage approved;

• Attach Mobility Aid Tag

• Direct pax to PRM service provider

17.2 Wheelchairs/Mobility Aids with Non-Spillable Wet Batteriesor with Batteries which Comply with IATA DGR SpecialProvision A123

CAUTION

DISCONNECTION OF THE POWER CABLES TO A BATTERY (except where a removable batteryis fitted) IS GENERALLY NOT REQUIRED AND WHEN NOT COMPLETED CORRECTLYINCREASES CHANCE OF FIRE


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REVISION 1.0 CARRIAGE OF ELECTRIC MOBILITY AIDS130331

Prior to loading an electric mobility aid, the loading supervisor must check that inadvertentoperation of the device has been prevented. This can be achieved by placing the device intodrive mode (i.e. not freewheel mode), seeing if the mobility aid will power up and whether useof the joystick results in the mobility aid moving. A check should also be made that batteriesare securely attached to the mobility aid and battery terminals are protected from short circuit. Ifit is evident that the mobility aid has not been made safe, consult the passenger for advice onhow to inhibit circuits or refer the matter to staff tasked by the airport with making devices safefor carriage (if this company is known). Ultimately, if the device cannot be made safe, advisethe passenger that the device cannot be carried.

1. Non-spillable batteries must comply with IATA DGR Special Provision A67 or thevibration and pressure differential tests of Packing Instruction 872;

2. It must be verified by Titan Airways or its appointed agent that:• Battery terminals are protected from short circuits, e.g. by being enclosed within a

battery container;• The battery is securely attached to the wheelchair or mobility aid;• Electrical circuits have been isolated by removal of key, separation of power cable

connectors, insertion of Airsafe™ plug etc. (guidance from user may be required)3. The wheelchair/mobility aid must be carried such that it is protected from being damaged

by the movement of baggage, mail, stores or cargo;

Where a battery-powered or other similar mobility aid is specifically designed to allow itsbattery(ies) to be removed by the user (e.g. collapsible):

• The battery(ies) must be removed. The wheelchair/mobility aid may then be carried aschecked baggage without restriction;

• The removed battery(ies) must be carried in strong, rigid packagings which must becarried in the cargo compartment;

• The battery(ies) must be protected from short circuit; and• The Pilot-In-Command must be informed of the location of the packed battery.

17.3 Wheelchairs/Mobility Aids with Spillable Batteries

CAUTION


Prior to loading an electric mobility aid, the loading supervisor must check that inadvertentoperation of the device has been prevented. This can be achieved by placing the device intodrive mode (i.e. not freewheel mode), seeing if the mobility aid will power up and whether useof the joystick results in the mobility aid moving. A check should also be made that batteriesare securely attached to the mobility aid and battery terminals are protected from short circuit. Ifit is evident that the mobility aid has not been made safe, consult the passenger for advice onhow to inhibit circuits or refer the matter to staff tasked by the airport with making devices safefor carriage (if this company is known). Ultimately, if the device cannot be made safe, advisethe passenger that the device cannot be carried.


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Battery-powered wheelchairs or other similar mobility aids for use by passengers whosemobility is restricted by either a disability, their health or age, or a temporary mobility problem(e.g. broken leg), with spillable batteries:

1. (a) provided that the wheelchair or mobility aid can be loaded, stowed, secured andunloaded always in an upright position then the battery may remain installed in thewheelchair. It must be verified that:

• The battery terminals are protected from short circuits, e.g. by being enclosedwithin a battery container;

• The battery is securely attached to the wheelchair or mobility aid;• Electrical circuits have been isolated by removal of key, separation of power cable

connectors, insertion of Airsafe™ plug etc. (guidance from user may be required)• Wheelchairs or other battery-powered mobility aids must be carried in a manner

such that they are protected from being damaged by the movement of baggage,mail or cargo.

2. if the wheelchair or mobility aid cannot be loaded, stowed, secured and unloaded alwaysin an upright position, the battery must be removed. The wheelchair or mobility aid maythen be carried as checked baggage without restriction;

3. the removed battery must be carried in strong, rigid packagings as follows:• Packagings must be leak-tight, impervious to battery fluid and be protected against

upset by securing to pallets or by securing them in cargo compartments usingappropriate means of securement (other than by bracing with freight or baggage)such as by use of restraining straps, brackets or holders;

• Batteries must be protected against short circuits, secured upright in thesepackagings and surrounded by compatible absorbent material sufficient to absorbtheir total liquid contents; and

• These packagings must be marked “BATTERY, WET, WITH WHEELCHAIR” or“BATTERY, WET, WITH MOBILITY AID” and be labelled with the “Corrosive” label(see Figure 7.3.U) and with the “Package Orientation” label (see IATA DGR Figures7.4.E and 7.4.F).

The Pilot-In-Command must be informed of the location AND weight of a wheelchair ormobility aid with an installed battery or the location of a packed battery. Batteries whichare spillable should be fitted with spill-resistant vent caps when feasible (see IATA DGR9.3.16.4 and Figure 9.3.H).

17.4 Wheelchairs/Mobility Aids with Lithium Batteries

CAUTION


Prior to loading an electric mobility aid, the loading supervisor must check that inadvertentoperation of the device has been prevented. This can be achieved by placing the device intodrive mode (i.e. not freewheel mode), seeing if the mobility aid will power up and whether useof the joystick results in the mobility aid moving. A check should also be made that batteriesare securely attached to the mobility aid and battery terminals are protected from short circuit. Ifit is evident that the mobility aid has not been made safe, consult the passenger for advice on


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how to inhibit circuits or refer the matter to staff tasked by the airport with making devices safefor carriage (if this company is known). Ultimately, if the device cannot be made safe, advisethe passenger that the device cannot be carried.

Lithium-ion battery powered wheelchairs or other similar mobility aids for use by passengerswhose mobility is restricted by either a disability, their health or age, or a temporary mobilityproblem (e.g. broken leg), subject to the following conditions:

1. the batteries must be of a type which meets the requirements of each test in the UNManual of Tests and Criteria, Part III, subsection 38.3;

2. It must be verified by Titan Airways or its appointed agent that:• The battery terminals are protected from short circuits, e.g. by being enclosed

within a battery container;• The battery is securely attached to the wheelchair or mobility aid. (see IATA DGR

9.3.16.4 and Figure 9.3.H);• Electrical circuits have been isolated by removal of key, separation of power cable

connectors, insertion of Airsafe™ plug etc. (guidance from user may be required).3. the mobility aids must be carried in a manner such that they are protected from being

damaged by the movement of baggage, mail or other cargo;

Where a battery-powered or other similar mobility aid is specifically designed to allow itsbattery(ies) to be removed by the user (e.g. collapsible):

• The battery(ies) must be removed. The wheelchair / mobility aid may then becarried as checked baggage without restriction;

• The battery(ies) must be protected from short circuit by insulating the terminals(e.g. by taping over exposed terminals);

• The removed battery(ies) must be protected from damage (e.g.) by placing eachbattery in a protective pouch. The battery(ies) must be carried in the passengercabin;

• Removal of the battery from the device must be performed by following theinstructions of the manufacturer or device owner;

• The battery must not exceed 300 Wh;• A maximum of one spare battery not exceeding 300 Wh or two spares each not

exceeding 160 Wh may be carried.4. The Pilot-In-Command must be informed of the location AND WEIGHT of the mobility aid

with an installed battery or the location of the lithium battery when removed and carriedin the cabin;

17.5 Aircraft Loading

CAUTION


Prior to loading an electric mobility aid, the loading supervisor must check that inadvertentoperation of the device has been prevented. This can be achieved by placing the device intodrive mode (i.e. not freewheel mode), seeing if the mobility aid will power up and whether use


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of the joystick results in the mobility aid moving. A check should also be made that batteriesare securely attached to the mobility aid and battery terminals are protected from short circuit. Ifit is evident that the mobility aid has not been made safe, consult the passenger for advice onhow to inhibit circuits or refer the matter to staff tasked by the airport with making devices safefor carriage (if this company is known). Ultimately, if the device cannot be made safe, advisethe passenger that the device cannot be carried.

Handling agents and airport companies should use the Electric Mobility Aid tag (or similar label)shown on next page. This provides a check procedure to cover those areas vital to thepreparation for carriage. The Electric Mobility Aid must be loaded in accordance withinstructions from Titan Airways including the requirement for spreader boards. Once in positionthe aid shall be secured to approved tie down points to ensure that vertical and lateralmovement is prevented.

Table 17-2 Loading Procedure

Loading Procedure

• On receipt of an electric mobility aid check:

○ Mobility Aid Label attached

○ Immobilisation signed as complete

○ Check unit is immobilised (operate control/key removed/Airsafe™ plug installed etc)

• Ensure spreaders are installed if required – if spreaders are not available then the item should NOT be loaded andfurther instruction obtained from Titan Airways.

• Load onto aircraft in accordance with instructions from Titan Airways

• Load away from baggage/cargo – separate hold area or ULD (to prevent damage)

• Secure to hold floor with tie down equipment

• Advise crew of :

○ Weight/location of mobility aid

○ Location of batteries removed from collapsible mobility aids

☼ ANY OCCURRENCE INCLUDING INSECURE STOWAGE, DAMAGE ORUNCOMMANDED OPERATION ARE REPORTABLE INCIDENTS.

17.5.1 Notification to Crew

Handling agents should ensure that a record is maintained of the Electric Mobility Aids thatactually are presented for carriage and that the data from these is properly communicated tothe flight crew for weight and balance purpose. Crew are required to be advised of thepresence of Electric Mobility Aids on-board under dangerous goods regulations.


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Figure 17-1 Electric Mobility Aid Tag

NON-SPILLABLE BATTERIES – TECHNICAL SPECIFICATION

Batteries can be considered as non-spillable provided that:

• At a temperature of 55°C, the electrolyte will not flow from a ruptured or cracked case.• The battery contains no free or unabsorbed liquid.


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• When packaged for transport, the terminals are protected from short circuit such as by theuse of non-conductive caps that entirely cover the terminals.

• They are capable of withstanding the vibration and pressure differential tests specifiedwithin the IATA Dangerous Goods Regulations.

NOTE

Non-spillable type batteries which are an integral part of and necessary for the operation ofmechanical or electronic equipment must be securely fastened in the battery holder on theequipment and protected in such a manner as to prevent damage and short circuits.


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TABLE OF CONTENTSSECTION 18 - EMERGENCY RESPONSE ....................18‑i

18 INTRODUCTION ................................18‑118.1 Departure Handling Agent ........................18‑118.2 Contact Details ...............................18‑118.3 Support Functions .............................18‑1

18.3.1 Airport Friends and relatives reception Centre (FRRC). ......18‑218.3.2 Airport Survivors Reception Centre (SRC) ..............18‑218.3.3 Providing support ..............................18‑2

18.4 Media attention ...............................18‑2


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REVISION 1.0EMERGENCY RESPONSE 130331

SECTIONSECTION 1818 -- EMERGENCYEMERGENCY RESPONSERESPONSE

18 INTRODUCTION

TITAN AIRWAYS EXPECTATIONS IN ANY EMERGENCY SITUATION

Whilst no employee of any airport, airline or handling agent would like to consider the worsthappening, incident and accidents can and will happen the world over and it is vital that all staffwhatever their usual role in their normal working life have a knowledge of what may be requiredof them and their colleagues in an emergency situation.

18.1 Departure Handling Agent

In the event of any aircraft incident or accident involving a Titan Airways Aircraft, the handlingagent at the station of departure shall immediately secure all flight documentation for thatparticular flight that they may hold. It is a legal requirement that no information is divulged toanyone but authorized emergency services personnel and Titan Airways.

Please secure the following documentation immediately and make arrangements for it to bepassed to Titan Airways Operations or Crisis Management Centre securely as soon aspossible.-

• Passenger ticket coupons and manifest as available• Special load notification• Cargo manifest / AWBs/ shippers declaration• AV.7 mail documents• Weight and balance documentation (load plan / load sheet / trim charts)• Flights and weather reports• Passenger names and seat allocation details

18.2 Contact Details

It is inevitable that in the event of a full scale emergency most of Titan Airways telephone lineswill become so frantic that you may be unable to contact to our staff on our usual numbers. Ifthis is the case please try any of the following forms of communication. Please remember thesemust not under any circumstances be given to the general public

SITA: - STNTACR

EMAIL:- [email protected], [email protected]

BAA line: STN - 3249

MOBILE:- 07881 922140

OPS DIRECT LINE :- 01279 680357 / Pre ops direct lines 01279 669737 / 01279 669613

18.3 Support Functions

Another role of the handling agent in any emergency situation, is to provide support staff andassistance in the following areas:


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REVISION 1.0 EMERGENCY RESPONSE130331

18.3.1 Airport Friends and relatives reception Centre (FRRC).

The Friends and Relatives reception centre is a large area where friends and relatives aregathered to have their details collated and passed on to the Survivors reception centre. Oncethe data has been reconciled, friends and relatives will either be reunited with their loved onesat the airport / hotel or be taken to local hospitals etc as required. This facility is usually set upby the airport Authorities and preferably airside to protect them from media and other outsideintrusion, but if the accident is at a remote site, it may have to be established in a nearby hoteland suitable security arranged as well. Members of Titan Airways Special Assistance Team willbe dispatched there

Items that may be required in the FRRC by your staff

Pens / Paper / Telephones / Refreshments

Seating / Toilet and wash facilities

18.3.2 Airport Survivors Reception Centre (SRC)

The Survivors reception centre is another large area where survivors and the walking woundedwill be taken for processing. Usually set up by the Airport Authorities, but may be established ina hotel if the accident site is off airport. The aircraft crew may be taken here briefly.

Items that may be required in the SRC and your supported by your staff.

Pens / Paper / Telephones

Refreshments / Seating / Toilet and wash facilities

Local hotel details / taxi details

18.3.3 Providing support

Every staff member engaged in dealing with anyone involved in any kind of emergency shouldbe aware of the importance of:-

• Always listening patiently and with empathy• Perceiving actual needs of the affected person• Enduring together periods of uncertainty• Encouraging people to voice their own personal needs• Gathering and communicating information in a clear and concise way.• Never to be overwhelmingly attentive or intrusive

The handling agent is to provide a sole contact name and number to Titan Airways CrisisManagement centre so as they are able to liaise effectively and can stay abreast of the currentsituation at all times.

18.4 Media attention

The handling agent is expressly forbidden to give any type of information on the emergencysituation to the Media or any other outside organizations unless authorized to do so by a TitanAirways Director.


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REVISION 1.0EMERGENCY RESPONSE 130331

Staff are also advised not to:-

• Hide or run away from the media• Speculate about the accident and the circumstances• Give any statement• Give any ‘off the record information’• Describe the wreckage or accident site• Inform anyone except authorised emergency services about the identities of the

passengers or staff involved.

A standard reply to any media questions would be

‘I am not authorized to give any information. Please contact ……..’

In the event of any emergency we will give you all the contact number of the persons currentlyin our Crisis Management team who will be in charge.

NOTE

A handling agent is bound by the rules laid out in IATA Standard Ground Handling Agreement2008.

Please ensure you and all your staff are aware of their potential roles and possible responsibilitiesin any emergency situation, and such procedures are exercised on and ongoing basis.

IATA Standard Ground Handling Agreement 2008

Main Agreement Article 1 Provision of Services 1.6 Emergency Assistance

It is the responsibility of the Handling Company to participate in local emergency responseplan(s) in order to provide support to the Carrier in event of an emergency including but notlimited to, forced landings, accidents or acts of violence. Carrier will contact the HandlingCompany to establish the carrier’s needs in an emergency and provide the Handling Companyits current emergency procedures. In the absence of Carrier instructions , in part or whole, theHandling Company shall follow its own emergency response plan(s)

In case of an emergency, the Handling Company shall without delay activate its localemergency plan(s) which includes the immediate notification to the Carrier and establish open-line communications with the Carrier. The Handling Company shall take all reasonablemeasures to assist passengers, crew and family members and to safeguard and protectbaggage, cargo and mail carried in the aircraft from loss or damage in co-operation with therelevant local authorities. All documentation and information pertaining to the emergency is theproperty of the Carrier and shall be held confidential by the Handling Company, unless suchdocumentation and information is specifically required by applicable law or by governmental orlocal authorities regulations. The Carrier shall reimburse the Handling Company for expensesand disbursements incurred in rendering such assistance


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TABLE OF CONTENTSSECTION 19 - CONTINGENCY PLANNING ..................19‑i

19 INTRODUCTION ................................19‑119.1 Disruption Procedures ...........................19‑119.2 Denied Boarding ..............................19‑119.3 Delay Notice .................................19‑219.4 Lost Baggage ................................19‑319.5 Contingency Guidance ..........................19‑4


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REVISION 1.0CONTINGENCY PLANNING 130331

SECTIONSECTION 1919 -- CONTINGENCYCONTINGENCY PLANNINGPLANNING

19 INTRODUCTION

19.1 Disruption Procedures

In the event of weather or technical delays, Titan Airways operations should be contacted forinstructions as to their requirements for passenger amenities and comfort.

Meal vouchers are not to be used until authorisation is received in writing from Titan Airwaysoperations. Similarly, in overnight delay situations, hotac should not be arranged withoutconsultation with Titan Operations.

For operations involving EU countries the requirements of EC Regulation 261/2004 will apply.Signage or information should be available at check-in points to advise passengers of theirrights under this regulation. Agents should assist Titan Airways in meeting its obligations underthese regulations as set out below.

19.2 Denied Boarding

Applicability

The following rules shall apply:

• In respect of flights departing from an airport in the EU, and flights operated by aCommunity air carrier departing from an airport in a third country to an airport in the EU(unless you received benefits or compensation and were given assistance in that thirdcountry);

• On condition that a passengers has a confirmed reservation on the flight concerned andpresents themselves for check-in as stipulated and at the time indicated in advance and inwriting or electronically, or, if no time is indicated, no later than 45 minutes before thepublished departure time;

• Only to passengers travelling at a fare available directly or indirectly to the public, or ontickets issued under a frequent flyer programme or other commercial programme;

• Where Titan Airways are the operating carrier of the flight.• The denied boarding has not been a result of extraordinary circumstances

Rules for Compensation & Assistance

Denied boarding is a refusal by an airline to carry a passenger on a flight, even though thepassenger has presented him or herself for boarding under the conditions mentioned aboveunder the heading 'Applicability', except when there are reasonable grounds to deny boarding,such as reasons of health, safety, security or inadequate travel documentation.

Before we deny boarding for a flight we should call for volunteers to surrender theirreservations, in return for benefits under conditions to be agreed, and also assistance asdescribed in paragraph I as appropriate.

If an insufficient number of volunteers come forward, and we deny boarding to you against thepassengers will, we will immediately compensate:

• EUR 250 for all flights of 1500 kilometres or less;


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REVISION 1.0 CONTINGENCY PLANNING130331

• EUR 400 for all intra-Community flights of more than 1500 kilometres, and for all otherflights between 1500 and 3500 kilometres;

• EUR 600 for all flights not falling under (a) or (b) of this paragraph.

When passengers are offered re-routing to your final destination on an alternative flight asdescribed at paragraph I. (b) or (c), and the arrival time of the re-routed flight does not exceedthe scheduled arrival time of the flight originally booked:

• By two hours, in respect of all flights of 1500 kilometres or less; or• By three hours, in respect of all intra-Community flights of more than 1500 kilometres and

for all other flights between 1500 and 3500 kilometres; or• By four hours, in respect of all flights not falling under (a) or (b) of this paragraph, we may

reduce the compensation described above by 50%.

In determining the distance, the basis shall be the last destination at which the denial ofboarding will delay arrival after the scheduled time. The distances shall be measured by thegreat circle route method.

In addition, we will offer passengers the following:

• A choice between:

Reimbursement within seven days (in cash, by electronic bank transfer, bank orders or bankcheques or, with your signed agreement, travel vouchers and/or other services) of the full costof the ticket, at the price at which it was bought, for the part or parts of the journey not made,and for the part or parts already made if the flight is no longer serving any purpose in relation tothe original travel plan, together with, when relevant, a return flight to the first point ofdeparture, at the earliest opportunity; or

Re-routing, under comparable transport conditions, to your final destination, at the earliestopportunity; or

Re-routing, under comparable transport conditions, to your final destination at a later date atyour convenience, subject to availability of seats.

• And we will offer, free of charge:1. Meals and refreshments in a reasonable relation to the waiting time;2. Hotel accommodation in cases:

• Where a stay of one or more nights becomes necessary, or• Where a stay additional to that intended by you becomes necessary;

3. Transport between the airport and place of accommodation (hotel or other); and4. Two telephone calls, telex or fax messages or e-mails.

19.3 Delay Notice

The following rules shall apply:

• In respect of flights departing from an airport in the EU and flights operated by aCommunity air carrier departing from an airport in a third country to an airport in the EU(unless you received benefits or compensation and were given assistance in that thirdcountry);

• On condition that the passenger has a confirmed reservation on the flight concerned andpresent themselves for check-in as stipulated and at the time indicated in advance and in


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REVISION 1.0CONTINGENCY PLANNING 130331

writing or electronically, or, if no time is indicated, no later than 45 minutes before thepublished departure time;

• Only to passengers travelling at a fare available directly or indirectly to the public, or ontickets issued under a frequent flyer programme or other commercial programme;

• Where Titan Airways is the operating carrier of the flight.• The delay has not been a result of extraordinary circumstances.

Rules for Assistance

When we reasonably expect a flight to be delayed beyond its scheduled time of departure:

• For two hours or more in the case of flights of 1500 kilometres or less; or• For three hours or more in the case or all intra-Community flights of more than 1500

kilometres and of all other flights between 1500 and 3500 kilometres; or• For four hours or more in the case of all flights not falling under (a) or (b).

We will offer free of charge:

• Meals and refreshments in a reasonable relation to the waiting time; and• Two telephone calls, telex or fax messages, or e-mails. When the time of departure

reasonably expected is at least the day after the time of departure previously announced,in addition to the assistance described above, we will offer:

• Hotel accommodation in cases: where a stay of one or more nights becomes necessary,or where a stay additional to that intended by you becomes necessary; and

• Transport between the airport and place of accommodation (hotel or other).

When the delay is at least five hours and you decide not to travel on the delayed flight, inaddition to the meals and communications assistance described above, we will offer you:reimbursement within seven days (in cash, by electronic bank transfer, bank orders or bankcheques or, with your signed agreement, travel vouchers and/or other services) of the full costof your ticket, at the price at which it was bought, for the part or parts of the journey not made,and for the part or parts already made if the flight is no longer serving any purpose in relation toyour original travel plan, together with, when relevant, a return flight to the first point ofdeparture, at the earliest opportunity.

We will offer you the assistance described above within the time limits set out in paragraphs(a)-(c) with respect to each distance bracket.

The assistance described above will apply without prejudice to any rights you may have underapplicable law (including EU Directive 90/314 on package travel) to further compensation,although any such assistance granted may be deducted from any such further compensation.

19.4 Lost Baggage

All AHM/OHD/DMG baggage must be notified to STNTACR and PIR completed. Trace signalsare to be sent to relevant addresses. Titan Airways are not members of World Tracer or BagTrax and handling agents should access these systems directly in baggage traces.

Titan Airways will be given details of the PIR and will assume responsibility after 72 hours.

Pax should be advised to contact the following company who process all claims on behalf ofTitan Airways:

G.A.B. Robins Aviation Ltd., Global House Manor Court, Manor Royal Crawley, West SussexRH10 9PY


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REVISION 1.0 CONTINGENCY PLANNING130331

Telephone: 0870 950 6920

Fax: 01293 464101

19.5 Contingency Guidance

In the event of incidents affecting the operation the agent should provide assistance to bothpassenger and Titan Airways in resolving the situation. The issues below are provided forguidance and no two incidents will be alike.

Aircraft Evacuation

• Advise Titan Airways operations without delay.• Liaise with airport authority for set up of a reception centre to account for all passengers• Follow guidance detailed in section ‘Emergency Procedures’ of this manual

Illness on-board

• Notify health authorities as required by situation / national regulation• Liaise with crew in advance of arrival for the arrangement of medical service on stand• Provide support for any special requirements from health authorities

Civil Unrest

• Agents should seek a safe place for passengers / crew and own personnel• Communicate situation to Titan Airways operations

Terminal Evacuation

• Contact Titan Airways operations to liaise on plans for reinstatement of operation(generally this will be acceptance of the required delay)

• When possible, use PA announcements to regroup the passengers at the boarding area• Liaise with Titan / Charter rep regarding any missing passengers• Baggage belonging to missing passengers shall be removed prior to departure.

Fuel Spill

• If the presence of fuel vapour is detected inside the aeroplane, any fuel spill occurs or anyother hazard arises refuelling/de-fuelling must be stopped immediately; Ground agentsshould be aware of any hazards and advise crew and refueller immediately;

• In the event of a fuel spill the Airport Fire Services should be summoned immediately(unless already present). Crew should be notified without delay and agents should assistin any subsequent instructions given by the Crew.


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TABLE OF CONTENTSSECTION 20 - QUALITY .................................20‑i

20 INTRODUCTION ................................20‑120.1 Inspection ...................................20‑120.2 Quality Audit .................................20‑1

Appendix A - Airbus A320.....................................20‑3Appendix B – Boeing 737-300 .................................20‑19Appendix C – Boeing 757-200 .................................20‑35Appendix D – Boeing 767-300ER ...............................20‑53Appendix E – Bae146-200 / RJ100 ..............................20‑71Appendix F - Despatch from Stansted .............................20‑85Appendix G – Royal Mail Turnaround Plan – BAe 146-200 .................20‑87

20.3 Introduction .................................20‑8720.4 Taxi ......................................20‑8720.5 Shutdown ..................................20‑8720.6 Chocks/Cones ...............................20‑8720.7 Tail Strut/Sill Protector ..........................20‑87

20.7.1 Tail Strut ..................................20‑8720.7.2 Sill Protectors ...............................20‑88

20.8 Forward Steps ...............................20‑8920.9 GPU ......................................20‑8920.10 Operation of Freight Door ........................20‑8920.11 HiLo Positioning ..............................20‑8920.12 Dolly Alignment ..............................20‑8920.13 Bear Clamp Release ...........................20‑9020.14 Securing of Straps .............................20‑9220.15 On Load ...................................20‑94

20.15.1 Manoeuvring of ULDs (Loading) ....................20‑9420.15.1.1 To Secure ................................20‑94

20.16 Removal of Tail Strut/Sill Protectors .................20‑9420.16.1 Departure Procedure (Remove after ULD position E has been

loaded) ...................................20‑9420.17 Steps .....................................20‑9520.18 Chocks/Cones ...............................20‑9520.19 Start Crew ..................................20‑95

Appendix H - Royal Mail Turnaround Plan - B737-F_QC ...................20‑9720.20 Introduction .................................20‑9720.21 Taxi ......................................20‑97


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REVISION 1.0 TABLE OF CONTENTS130331

20.22 Shutdown ..................................20‑9720.23 Chocks/Cones ...............................20‑9720.24 Sill Protector ................................20‑97

20.24.1 Sill Protectors ...............................20‑9720.25 Forward Steps ...............................20‑9820.26 GPU ......................................20‑9820.27 Operation of Freight Door ........................20‑9820.28 HiLo Positioning ..............................20‑9820.29 Unloading ..................................20‑9820.30 Bear Clamp Release ...........................20‑9920.31 Securing of Straps ............................20‑10020.32 On Load ..................................20‑102

20.32.1 Manoeuvring of ULDs (Loading) ...................20‑10320.33 Securing of Load .............................20‑103

20.33.1 To Secure .................................20‑10320.34 Belly Loading ...............................20‑10320.35 Removal of Sill Protectors .......................20‑104

20.35.1 Departure Procedure (Remove after ULD position E has beenloaded) ...................................20‑104

20.36 Steps ....................................20‑104


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REVISION 1.0QUALITY 130331

SECTIONSECTION 2020 -- QUALITYQUALITY

20 INTRODUCTION

Titan Airways maintains oversight of handling and cargo operations through both inspectionsand audit. Full information on the Quality Audit programs is located in the Safety and QualityManual and inspections are detailed in the Operations Control Manual.

Appendix G – Royal Mail Turnaround Plan – B737-F/QC

20.1 Inspection

Inspection of handling agent, cargo agent, fuel and other ancillary services may be undertakenby Titan Airways staff at any point in time. This may involve ground staff monitoring, check-in,cargo acceptance, and/or ramp operations but may also be by way of Flight Deck Crewmonitoring services provided.

Any findings from such inspections will be reported back in writing to the agent without delayand timescales agreed for rectification.

20.2 Quality Audit

All agents and their activity may be subject to audit under the Titan Airways quality system. Anysuch audit will be arranged in advance and the audit scope made available to the agent.

Audit scope is based on the Titan Airways audit checklist and AHM612 and will be defined bythe auditor or audit team. The following key areas will be covered:

• Staff Training• Equipment maintenance (servicing and calibration)• Operations Manual / Local Procedures• Library

Any non-conformity will be discussed at the time of finding and will also be raised at a closingmeeting.

Rectification action will be required to be notified to the Titan Airways quality department withinan agreed timescale.

Non-conformities should be subject to the following actions

1. Root cause analysis

The general principals of root cause analysis are:

• Aiming performance improvement measures at root causes is more effective thanmerely treating the symptoms of the problem.

• To be effective, root cause analysis must be systematically performed, withconclusions and causes supported by documentary evidence.

• There is often more than one root cause for any single non-compliance.• To be effective, the analysis needs to identify as many casual relationships

between the root cause and the identified non-compliance.


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2. Planned corrective action3. Implementation plan for corrective action

Evaluation of the implementation and effectiveness of corrective action may require follow upaudit or inspection by Titan Airways.

Where significant issues are raised as a result of audit or inspection then these will bemanaged by the Operations Director and referred to either a Safety Action Group or the QualitySafety Review Board for management level review.

Findings and corrective action periods will normally be as shown in Table 20-1

Table 20-1 Findings and Corrective Action Periods

Level Description Effect Action

Level 1 An extremely serious audit Immediate cessation of affected• Death or Serious Injury; orfinding, the effect of which could activity; and/or

reasonably be expected to • Serious Injury; or Corrective action plan beforecause the Effects listed in the • Serious Financial Loss; or resuming activityadjacent column.• Serious damage to

reputation.

Level 2 Non-compliance with Procedural Investigation required and• Personal Inury; orRequirements which could lower corrective action implemented

the safety or operating standard within 90 days.• Damage to property; orand possibly hazard flight safety. • Unnecessary cost orAn audit finding, the effects of significant inefficiencies; orwhich could reasonably be significant deviation fromexpected to cause the effects statutory, regulatory,listed in the adjacent column. procedural or other

applicable higher levelstandard; or

• Significant deterioration inemployees’ workingenvironment.

Level 3 Observation, which in the Comments required from• Can – if not addressed –opinion of the auditor and based organisation under audit prior to

have the potential to becomeon the sample audited is not closure.a Level 2 finding.considered serious but could

have the effect listed in theadjacent column.


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APPENDIX A - AIRBUS A320

A320

Manufacturer Airbus Industrie

Toulouse

France

Fleet Aircraft G-POWI MSN2791

Passenger Capacity 168Y

Crew Complement Normal 2 + 4

Engines 2 x IAE V2527-EA5

Range 3600nm

Speed M0.78 TAS 440kts

MTOW 77,000kg

Policies

The following applies to operation of the Titan Airways Airbus A320 aircraft:

AVI Animals may be carried with prior notification in either FWD or AFT hold. Preference is for the use of Hold 1.

DRY Max DRY is 25kg per hold (FWD/AFT)

HUM May be carried with prior notification. Human remains shall be carried in a coffin with a hermetically

sealed inner container of lead, zinc or bronze. Caskets containing cremated remains must be

packed in a sealed outer box or case.


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General Arrangement

Figure 20-1 General Arrangement and Dimensions


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FORWARD Hold Compartments:

Floor Loading Limit: 732 kg/m2 (68 kg/ft2)

Limitations Compartment 1

Section Maximum Load Capacity

11 1,045 kg

12 1,225 kg

13 1,132 kg

TOTAL (FWD HOLD) 3,403 kg

Figure 20-2 FORWARD Hold


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AFT Hold Compartments:

Floor Loading Limit: 732 kg/m2 (68 kg/ft2)

Limitations Compartment 3 Limitations Compartment 4

Section Maximum Load Capacity Section Maximum Load Capacity

31 1,301 kg 41 928 kg

32 1,125 kg 42 1,182 kg

Compartment Total 2,426 kg Compartment Total 2,110 kg

TOTAL ( AFT HOLDS) 4,536 kg

Figure 20-3 AFT Holds


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FORWARD Hold Door Sizes:

Figure 20-4 FWD Hold Door Sizes and Stations


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AFT Hold Door Sizes:

Figure 20-5 AFT Hold Door Sizes and Stations


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REAR (BULK) Hold Door Sizes:

Figure 20-6 REAR (Bulk) Cargo Hold Door Sizes and Stations


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FORWARD Hold Max Package Size:

Figure 20-7 FWD Hold Max. Package Size


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AFT Holds Max Package Size tables:

Figure 20-8 AFT Holds Max. Package Size

Hold Loading Guidance

The Loading Instruction Form example may be used to communicate loading instructions. Captain retains ultimateauthority over load distribution.

Forward Hold Aft Hold

1/3 by weight 2/3 by weight

Loadsheet

Captains shall complete a manual Loadsheet for each flight. AHM560 material is not supplied by Titan Airways for DCSsystems.

Standard Seating Plan (SSP) : None


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Figure 20-9 A320 Loading Instruction Form


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GSE Location Diagram:

Figure 20-10 GSE Location / Servicing Plan


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GSE Servicing Diagram:

Figure 20-11


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168Y Seating Configuration


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Ground Manoeuvring

Figure 20-12 Jet Blast


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Ground De-Icing

Figure 20-13 De-Icing Sensitive Areas


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APPENDIX B – BOEING 737-300

Table 20-2 Basic Data

Manufacturer Boeing Company

P.O.Box 3707,Seattle

Washington 98124, USA

Fleet Aircraft G-ZAPW / B737-300QC

G-ZAPZ / B737-300QC

G-POWC / B737-300QC

G-ZAPV / B737-300 Freighter

Passenger Various (See LOPA)capacity

Crew Normal 2 + 3Complement

Engines CFM56 (Various)

Range 2500nm

Speed 430kts

MTOW 63,276kg (QC)

56,472kg (Freighter)

Policies

The following policies are applicable to the operation of the Titan Airways Boeing 737-300aircraft.

Table 20-3 Policies – B737-300

AVI Animals may be carried with prior notification in FWD hold 1 only


HUM May be carried with prior notification. Human remains shall be carried in a coffin with a hermeticallysealed inner contain of lead, zinc or bronze. In case of cremated remains, the casket must bepacked in a sealed outer box or case


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Dimensions

Figure 20-14 Aircraft Layout/Dimensions


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Hold Compartments


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Hold Compartments

Max Load : 2203kg

Max Load : 3469kg


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Hold Door Sizes


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Max Package Size tables FWD Hold


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GSE Charts


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Load Planning Hold Loading Guidance

Captain retains ultimate authority on load distribution. The following is a guide only

Forward Hold: 1/3 by weight

Aft Hold: 2/3 by weight

Loadsheet

Captain will complete manual loadsheet at all times. AHM560 material is not supplied by TitanAirways for DCS systems.

Standard Seating Plan

The following standard seating plan may be used:

Standard Seating Plan 3 High Masses 45,000 kgs - 61,234 kgs

Baggage mass in FWD never exceeds Baggage mass in REAR

Baggage mass in REAR never more than 1200 kgs more than Baggage mass in FWD

Passengers in A never more than in C

Passengers in C are between 6 and 16 more than in A

Standard Seating Plan 2 Mid Masses 42,000 kgs - 53,000 kgs

Baggage mass in FWD never exceeds Baggage mass in REAR


Passengers in A never more than 4 more than in C

Passengers in C never more than 12 more than in A

Standard Seating Plan 1 Low Masses 34,000 kgs -

50,000 kgs

Baggage mass in FWD never more than 500 kgs more than Baggage mass in REAR


Passengers in A never more than 6 more than in C

Passengers in C never more than 6 more than in A

61,234

53,000 kgs

50,000 kgs

45,000

42,000


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GroundManoeuvring


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Ground De-icing


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APPENDIX C – BOEING 757-200





Fleet Aircraft G-ZAPX MSN29309

GPOWH MSN29308



Engines Rolls Royce RB211-535E4

Range 4000nm


MTOW G-ZAPX 113,398kg

G-POWH 115,666kg

Policies

The following policies are applicable to the operation of the Titan Airways Boeing 757-200aircraft:

AVI Animals may be carried with prior notification in either FWD or AFT hold. Preference is for use ofHold 1




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Dimensions


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Hold Compartments

Forward Hold

Capacity 699 Cu Ft

Max Weight 4672kg

Aft Hold

Capacity 1095 Cu Ft

Max Weight 7393 kg

☼ Note:

Grey ‘sections’ are purely for demonstration of the balance arm positions and are not physical items within the holds


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Hold Door Sizes


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Max Package Size tables AFT HOLD


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GSE Location / Servicing Diagrams


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Load Planning Hold Loading Guideline

Captain retains ultimate authority on load distribution. The following is a guide only

Forward Hold: 1/3 by weight

Aft Hold: 2/3 by weight

Loadsheet


Standard Seating Plan (SSP)

The SSP can be used anytime the SSP trim conditions are met. It allows the cabin and flight crewto coordinate the seating / loading to ensure correct trim without having to complete a trim sheet.

During passenger boarding the No1 Cabin attendant will observe and inform the Captain of thenumber of passengers in bays A and C, thus ensuring the SSP conditions have been met.

When completing an SSP the following distribution of passengers and baggage will result in anaircraft being within a greatly restricted C of G envelope.

Passenger Distribution

Bay A Bay B Bay C

Note 3 No restriction Note 3

SSP1 (up to 3000 kg baggage)

Baggage Distribution

Hold 3 Hold 4

Fill Overflow

SSP2

Baggage Distribution

FWD Holds AFT Holds

Less than Aft More than FWD

Notes:

1. This SSP can only be employed for Actual take-Off Masses below 102,000 k

2. The preference is for SSP

3. Total number of passengers seated in bays A and C should not differ by more than 1

4. Up to 500kg of catering/crew bags are permitted in Hold A for both SSP’s.


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Loading System Telair Loading System (All aircraft)

In order to assist loading and unloading a ‘sliding carpet’ system is installed and controlled usingthe control box mounted in the hold ceiling adjacent to the door. The control box is illustratedbelow:


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LOADING INSTRUCTIONS

1. When starting to load, the moveable bulkhead should be positioned as close to the door aspossible.

2. Cargo or luggage is stacked on the carpet in front of the moveable bulkhead. Baggagewith sharp edges should be placed in the flat area of the carpet.

Note: Do not throw bags nor cargo at any time.

Note: DO NOT PRESS CARGO AGAINST THE CEILING/ SIDEWALL LINING DURINGLOADING. IT MAY GET JAMMED, CAUSING DAMAGE TO THE AIRCRAFT OR THELOADING SYSTEM.

3. When the first stack is loaded, the carpet is moved in the LOAD direction to provide spacefor another stack to be loaded. This process is continued until loading is complete.

4. When the final stack of cargo/luggage has been loaded, the system is moved to the endposition furthest away from the door.

Note: Flashing amber lights in the control box indicate that the current control system(adaptive fuse) has engaged and the system needs to be reset. Refer to crew

UNLOADING INSTRUCTIONS

Note: MAKE SURE THAT DOOR BARRIER NETS ARE REMOVED BEFORE UNLOADING ANYLUGGAGE, OTHERWISE SEVERE DAMAGE MAY OCCUR TO THE MOVEABLE BULKHEAD.

1. Start unloading the first stack of baggage.

2. Run the system in the UNLOAD direction to reach the next layer of cargo/luggage. Thisprocess is continued until unloading is complete.

Note: Do not push any luggage beyond the end of the system.

Flashing amber lights in the control box indicate that the current control system (adaptive fuse) hasengaged and the system needs to be reset. Refer to crew


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Ground The diagrams below show the effects of jet blast and exhaust hazards at idle power and breakawayManoeuvring power.


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GroundManoeuvring


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Ground De-icing


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APPENDIX D – BOEING 767-300ER

Basic Data




Fleet Aircraft G-POWD MSN30847

Passenger 265Ycapacity


Engines General Electric CO CF6-80C2B7F

Range 5990nm


MTOW 186,880kg

Policies

The following policies are applicable to the operation of the Titan Airways Boeing 767-300ERaircraft:

AVI Animals may be carried with prior notification in the bulk hold (5).



PASSENGER Titan Airways B767 aircraft does not have an L2 door. All passenger boarding is through L1 andLOADING allowances must be made for aircraft positioning on stand to allow jetbridge use.


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Dimensions


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Hold Compartments

Max Load : 20411kg (cumulative loading restrictions apply)


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Hold Compartments

Max Load : 17574kg (cumulative loading restrictions apply)


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Hold Door Sizes FWD Hold


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Hold Door Sizes AFT Hold


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ULD Capability / Arrangement

The Boeing 767 fleet is designed to carry Unit Load Devices (ULD) and Pallets. This section gives staff information onthe differing Unit Load Devices and Pallets the Boeing 767 can carry.

Types of ULD

Titan Airways hold stock of the following Unit Load Devices for the Boeing 767 type:-


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LD-2

IATA Code: DPE / DPN

Tare Weight: 80kgs*

Number of required positions: 1

Approx bag capacity: 40 bags

LD-3

IATA Code: AKE / AKN

Tare Weight: 78kgs (AKE – Lightweight)*

135kgs (AKN – Heavyweight)*



LD-8

IATA Code: DQF

Tare Weight: 130kgs*



LD-7

IATA Code: PDP / PAG

Tare Weight: 150kgs*


Approx bag capacity: Normally used for freight only.

Notes: Must be loaded in forward hold only. Due to the size of thepallets specialist equipment will be required and it should be checkedto ensure the stations are capable of providing handling.

*Assumed tare weights are listed in Ops Manual Part B, section 7.

Note the tare weights are an average assumed weight and actual weights of ULD’s vary. The approx bag capacity isbased on an assumed average and will vary by size and shape actual baggage.

Additionally other types of ULD’s and Pallets can be used, but Titan does not hold a stock of these. If we are flying foranother airline, they will possibly wish to load their own ULD’s or Pallets.

Other compatible ULD’s are:-


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All Holds LD-1 / LD-2 / LD-3 / LD-4 / LD-8

Forward Hold Only P1 / LD-7 / LD-9 / LD-5 / LD-10 / LD-11 / Half Pallet / P6

Boeing 767 Holds and ULD’s

The 767 has five holds under belly holds. Holds 1 and 2 will often be known as the forward holds and 3 and 4 the rearholds.

The following chart shows the various positions:-

The first number of the position refers to the hold and the second number and the letter are the sub position. Forexample 42L means the second left position within hold 4.

Holds 1 and 2 are accessible via the forward door, holds 3 and 4 are accessible via the reardoor. Only holds 1, 2, 3 and 4 are equipped to carry ULD’s, and only holds 1 and 2 can carryPallets. Hold 5 is a bulk hold and should be loose loaded. The door to hold 5 is on the left handside of the aircraft; whereas the other doors are on the right.

Holds 1-3 have 8 positions each and hold four has 6 positions. In total there are 30 positionsand a bulk hold on the 767. The above information on ULD types details how many positionsare required for each ULD type. Our pallets take up 4 positions each and must be loaded in theforward holds.

LD2 are half the full hold width and two can go side by side in the 767 belly. LD3’s are threequarter width, but occupy 2 positions and LD8’s are full width and occupy two positions.

When operating with TITAN ULD’s, agents MUST offload and returned to the aircraft prior todeparture unless the aircraft is on a long term contract and Pre-Ops have directed this. Theagent must pay close attention to ensure no ULD’s are left behind or misplaced.

Hold 5 is accessible from the left hand side of the aircraft and is a bulk hold only.


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Load Planning Hold Loading Instructions

Captain retains ultimate authority on load distribution.

Even distribution between the FWD and AFT holds is the preferred loading for high cargo/baggageloads. For lower loads where only passenger baggage is being carried it is likely that only the AFTholds will be used.

• Step loading and unloading: unless the ULDs are empty always off load the rear hold first thenthe FWD hold. When loading, the FWD hold must be loaded first then the rear hold.

• Before loading the lower hold check the locks are in the correct positions for the ULDs or palletsbeing loaded.

• If loading containers LD2s or LD3s check they are round the right way before loading.

• Once the ULD is in position and locked in turn of that position’s drive motor.

• When the loading is complete check all locks are up and the bin centre control locks are set onthe control panel.

• Raise the entrance locks, manually in the rear hold and by switch in the FWD hold.

• When loading or off loading pallets in the FWD hold the pallet loading switch must be activatedto raise and lock the entrance locks.

• Check the lateral and horizontal bar is up and in place.

• When working in the lower hold watch your footing and stay on the walk way at all times, partsof the floor are open; this is a potential risk for trips and falls.

• Once the loading or off loading is complete check all locks are in position and any bins or palletsare locked in place.

• Make sure the entrance locks are up and locked in place in

• Turn the inboard controls power off and shut the door.

• Once the Hilo is clear shut the hold doors making sure they are fully shut and flush with thefuselage, the vent doors are shut and the white light (door lock indicator) has come on.

Loadsheet


Standard Seating Plan

All passenger bags/cargo (spares kit in the position 43L) is to be loaded in the aft hold with theheaviest furthest aft.

There must not be a difference of more than 30 passengers between Bays A and C.

Crew baggage in hold 5 has been accounted for.


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GSE Charts


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The diagrams below show the effects of jet blast and exhaust hazards at idle power and breakawayGroundpower.Manoeuvring


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GroundManoeuvring


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Ground De-icing


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APPENDIX E – BAE146-200 / RJ100


Manufacturer British Aerospace

Fleet Aircraft G-ZAPK

G-ZAPN

G-POWF (RJ100)



Engines 4 x Lycoming ALF504-R5

4 x Lycoming LF507-1F (RJ100)

Range 1400nm

Speed 420kt

MTOW 42,184kg

44,999 kg (RJ100)

Policies

The following policies are applicable to the operation of the Titan Airways Boeing 146/RJaircraft:

AVI Animals may be carried with prior notification in AFT hold only (partially heated)




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Dimensions


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Dimensions

Figure 20-15 RJ100


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Hold Compartments

Forward Hold Max : 1520kg (146) / 1920kg (RJ100)

Figure 20-16 Cubic Capacity :

Aft Hold Max : 1506kg (146) / 1829kg (RJ100)

Figure 20-17 Cubic Capacity :

Hold Door Sizes

Door Width Vertical Height

In m In M

Front Door 53 1.346 30 0.762

Rear Door 36 0.914 27* 0.686*

*mean


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GSE Charts

Figure 20-18 Passenger Operation


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GSE Charts

Figure 20-19 Cargo Operation


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Figure 20-20 Servicing Points

Load Planning Hold Loading Guidance

Due to the presence of the Freight door at the rear of this aircraft preference is to load the forwardhold to max prior to utilisation of the read hold


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Standard Seating plan

Passengers seated in bay C must never be more than those seated in A.

Baggage loaded aft must never be more than that loaded fwd. (The preference is to load theforward hold to capacity before using the aft hold).

GroundManoeuvring


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Ground De-icing


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APPENDIX F - DESPATCH FROM STANSTED


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APPENDIX G – ROYAL MAIL TURNAROUND PLAN – BAE 146-200

20.3 Introduction

This document contains details of Titan Airways requirements and expectations of handlingagents when providing turnarounds on the BAe146-200QC/QT aircraft whilst operating flightson behalf of the Royal Mail. These instructions are designed to ensure a safe and efficient turnround for all staff (Titan and 3rd party). Individual handling company procedures may be morerestrictive and in this case such procedures should take precedence.

20.4 Taxi

Aircraft should where possible be parked on a self manoeuvring stand. Marshallers whereavailable may be used to assist in guiding the aircraft into position.

20.5 Shutdown

All ground crew and equipment must be available in good time prior to the aircraft arriving onstand.

One ground crew member may approach the aircraft from the front ONLY to chock nose-wheelonce the aircraft has come to a standstill. All other ground crew MUST remain completely clearof the aircraft until such time as the anti-collision beacon has been turned off. Caution mustalways be exercised when approaching the aircraft. Vehicles must be driven at low speed anda banksman MUST be used when reversing towards the aircraft,

Where the agent has been notified of an unserviceable APU then this may also be connectedat this time provided the approach is ONLY from in front of the aircraft.

20.6 Chocks/Cones

Chocks should be placed under the nose or main wheels where available.

Where cones are available they should be place at the wingtips

20.7 Tail Strut/Sill Protector

Two ground staff members should collect the tail stand and sill protectors. These must be fittedto the aircraft prior to any unloading/loading operation.

20.7.1 Tail Strut

A tail strut is available and is stowed in the aft underfloor hold (Hold 4). This is to be in positionduring entire un-loading and loading process.

Arrival Procedure (Place in position prior to any unloading)

• Remove strut from housing in rear hold.


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• Place strut under jacking adapter• Ensure release valve in secure by turning clockwise• Use manual pump to raise ‘A’ (see Figure 20-21) into jacking adapter• Secure unit by installing shear pin

Figure 20-21 Tail Strut

NOTE

If securing pin not re-attached after stowing sill protectors and tail strut, warning light in cockpit willnot extinguish.

20.7.2 Sill Protectors

Sill protectors are available and are stowed in the aft underfloor hold (Hold 4). These are to beused for all turnarounds. Protectors must be carried (not dragged) and be fitted immediatelyafter door opening. Once all ULD’s are loaded protectors shall be removed prior to door closureand re-stowed in the hold. Dispatcher shall confirm to Captain that both sill protectors and tailstrut stowed prior to door closure.


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Figure 20-22 Sill Protector(s)

20.8 Forward Steps

Passengers steps suitable for a 1.95m sill height should be placed at the forward passengerdoor on arrival.

20.9 GPU

Aircraft will normally use APU during turnround. In the event of u/s APU the following specGPU will be required.

115V AC 3 phase 400Hz 90Kva OR IN EMERGENCY 28V DC / 2000A

20.10 Operation of Freight Door

The freight door is controlled from the forward entry door vestibule. The flight deck crew willoperate the freight door at all times.

20.11 HiLo Positioning

Once the freight door is opened and the sill protectors are in position, the Hi Loader should becarefully positioned at the aircraft side.

20.12 Dolly Alignment

An additional dolly should be placed between the HiLo and the dollies used for transport. Thiswill keep all vehicles clear of the wing area and expedite the loading/unloading process.


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Figure 20-23 HiLo Positioning and Dolly Alignment

20.13 Bear Clamp Release

To Release, press release button in centre to un-secure.


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Figure 20-24 Bear Clamp (Locked and Unlocked)


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Figure 20-25 Fixed Lock (Stop)

20.14 Securing of Straps

Securing straps on ALL ULDs MUST be secured to the floor tracking prior to being loaded ontothe aircraft.

FAILURE TO COMPLETE THIS ACTION CAN RESULT IN SUBSTANTIAL STRUCTURALDAMAGE TO THE AIRCRAFT


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Figure 20-26 Ensure All Straps are Secured


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20.15 On Load

Order of loading ULDs must be agreed with the Captain.

For the QC aircraft, the following can be used as a guide.

Figure 20-27 On Load

20.15.1 Manoeuvring of ULDs (Loading)

ULD should be loaded one at a time. Since the aircraft has a roller floor the ULD should moveeasily within the cabin area. If additional effort is required to move a particular ULD then theloading process should be STOPPED. Check for any obstructions at both floor and lockerlevels before proceeding. Check appropriate bear clamps and all guide rails are in the UPposition.

Each ULD must be secured in place by use of the floor mounted ‘bear’ clamps. It is essentialthat before the next ULD is moved forward, the first unit is secured.

20.15.1.1 To Secure

Pull up in rear of clamp.

When loading the last ULD there may be some difficulty in manoeuvring this onto the aircraft.This process may be made easier by raising the ULD platform level slightly above the sillheight of the aircraft.

20.16 Removal of Tail Strut/Sill Protectors

One the last ULD has been loaded and secured in position all ground crew should exit theaircraft and the HiLo should be removed.

20.16.1 Departure Procedure (Remove after ULD position E has beenloaded)

• Remove shear pin• Turn release valve anti-clockwise• Gently allow ‘A’ to retract to enable unit to be pulled clear of jacking adapter


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• Replace shear pin• Allow A to fully retract (allow 30-60 secs)• Re-stow in aft hold. Sill protectors to be carried NOT dragged

This should be secured in its correct stowage in the rear hold.

One ground crew member should remove the sill protector once the HiLo has been removed.This should be secured in its correct stowage in the rear hold.

Dispatcher shall confirm to Captain that both sill protectors and tail strut stowed prior to doorclosure.

20.17 Steps

On instructions from the crew member operating the freight door, the steps should be removed.A ground crew member must be on hand ready to carry out this task once the loading hasbeen completed.

20.18 Chocks/Cones

Remove.

20.19 Start Crew

Start crew should be in position no later than STD-5 (STD minus 5 minutes).


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APPENDIX H - ROYAL MAIL TURNAROUND PLAN - B737-F_QC

20.20 Introduction

This document contains details of Titan Airways requirements and expectations of handlingagents when providing turnarounds on the Boeing 737 Freighter aircraft whilst operating flightson behalf of the Royal Mail. These instructions are designed to ensure a safe and efficientturnround for all staff (Titan and 3rd party). Individual handling company procedures may bemore restrictive and in this case such procedures should take precedence.

20.21 Taxi

Aircraft should where possible be parked on a self manoeuvring stand. Marshallers whereavailable may be used to assist in guiding the aircraft into position.

20.22 Shutdown

All ground crew and equipment must be available in good time prior to the aircraft arriving onstand.

One ground crew member may approach the aircraft from the front ONLY to chock nose-wheelonce the aircraft has come to a standstill. All other ground crew MUST remain completely clearof the aircraft until such time as the anti-collision beacon has been turned off. Caution mustalways be exercised when approaching the aircraft. Vehicles must be driven at low speed anda banksman MUST be used when reversing towards the aircraft,

Where the agent has been notified of an unserviceable APU then a GPU should also beconnected at this time provided the approach is ONLY from in front of the aircraft. At airportswhere use of APU is not permitted then the FEGP should be connected for the turnround.

20.23 Chocks/Cones

Chocks should be placed under the nose or main wheels where available.

Where cones are available they should be place at the wingtips

20.24 Sill Protector

Ground staff members should collect the sill protectors from the hold and install. These must becarried from the hold (NOT dragged) and be fitted to the aircraft prior to any unloading/loadingoperation.

20.24.1 Sill Protectors

Sill protectors are available and are stowed

GZAPV Forward hold stowage


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GZAPW Forward hold stowage

GZAPZ Forward hold stowage

GPOWC Forward hold stowage

These are to be used for all turnarounds. Protectors should be fitted after door opening andprior to the Hi-Loader ‘contacting’ the aircraft. Once all ULD’s are loaded protectors shall beremoved prior to door closure and re-stowed. Dispatcher shall confirm to Captain that both sillprotectors stowed prior to door closure.

20.25 Forward Steps

Passengers steps should be placed at the forward passenger door on arrival or at the forwardpassenger door. Crew require these to access a release panel prior to opening the cargo door.

20.26 GPU

Aircraft will normally use APU during turnround. In the event of airport not permitting APU useor a u/s APU the following spec GPU will be required.

DC / 175 amp AC 115/200V / 60 kVA

In the event of an unserviceable APU aircraft type requires an airstart.

20.27 Operation of Freight Door

The freight door is controlled from the forward entry door vestibule. The flight deck crew willoperate the freight door at all times.

20.28 HiLo Positioning

Once the freight door is opened and the sill protectors are put in position, the Hi Loader shouldbe carefully positioned at the aircraft side.

20.29 Unloading

A ‘step’ procedure should be used for unloading the cargo.

Unload the rear hold first, then ULDs, then forward hold

When unloading cargo, it is important to shuffle the load to the front of the aircraft in asequential manner in order to prevent the aircraft from tipping onto its tail. This is completed inthe following steps

Unload Load A – move load B to bay A, move load C to bay B

Unload Load B – move load C to bay A, move load D to bay B

Unload Load C – move load D to bay A, move load E to bay B

Unload Load D – move load E to bay A, move load F to bay B


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Unload Load E – move load F to bay A, move load G to bay B

Unload Load F – move load G to bay A, move load H to bay B

Unload Load G – move load H to bay A

Unload Load H

20.30 Bear Clamp Release

To Release, press clamp to un-secure.

Figure 20-28 Bear Clamp (Locked)


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Figure 20-29 Bear Clamp (Unlocked)

20.31 Securing of Straps

Securing straps on ALL ULDs MUST be secured to the floor tracking prior to being loaded ontothe aircraft.

FAILURE TO COMPLETE THIS ACTION CAN RESULT IN SUBSTANTIAL STRUCTURALDAMAGE TO THE AIRCRAFT


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Figure 20-30 Ensure All Straps are Secured


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20.32 On Load

Order of loading ULDs must be agreed with the Captain.

The diagram in Figure 20-31 may be used as a guide only.

Figure 20-31 On Load

The B737 cargo aircraft is nose heavy due to the mass of the door added to the front of theaircraft and the strengthening that is added to the forward structure. As a result of this, we haveto carry 400 kgs of ballast in the rear lower baggage hold, H4, of the QC aircraft and 600 kgs inthe fixed bin in bay J of the pure freight aircraft, ZAPV.

When loading the Mail bins, in order to ensure correct “Centre of Gravity” (C of G) of theaircraft, we load the heavier bins at the rear, (loaded first), and the lighter ones to the front,(loaded last).

Bay A forward balances bay H rearward. These bays have the most influence on C of G

Bay B forward balances bay G rearward.

Bay C forward balances bay F rearward.

Bay D forward balances bay E rearward. These bays have the least influence on C of G

Mail bags are quite bulky and full bins usually weigh a maximum load of about 1800 kgs. Mostbins weigh on average between 400kgs and 1300 kgs.

The lower baggage holds can be loaded as well if the Royal Mail demands it. Again, startloading in H3 and H4, followed by H2 and H1.

It could happen that four bins are quite heavy and the other four are empty or nearly empty. Inthis case if all the heavy ones are at the rear of the plane and the light ones at the front, we


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could get the C of G too far aft, especially if the lower holds H3 and H4 are loaded as well. Thisis unlikely to happen but worth bearing in mind.

NOTE

Unfortunately an empty or lightly loaded bin loaded last in position A by the cargo door issometimes difficult to lock down because the floor of the bins is sometimes warped. For this reasonwe have found it best to load a bin with 750 kgs – 1000 kgs in position A. This shouldn’t affect theC of G too much if the heavy bins are at the rear of the plane.

The Titan Airways B737-3 Freighter Loading Instruction Form should be filled in showing whichbin numbers are loaded where and what, if any, is loaded in the lower holds. The appropriatebin weights should be listed next to the appropriate bin number. The flight crew will thencalculate the index and total load, including any ballast, leaving the blue copy for the loaders touse as a loading plan.

20.32.1 Manoeuvring of ULDs (Loading)

ULD should be loaded one at a time.

There should be a ‘step loading process. ULDs loaded into positions E – H should not be putinto position all at once.

Load forward hold first, then ULDs, then aft hold.

When loading the cargo a reverse of the unloading procedure detailed previously must beaccomplished. That is, on-load the load for H first, but leaving in bay B until the load for G is inthe doorway. Then position load H into bay H and secure. Move load G into Bay B and load Finto the doorway. Move load G into bay G and secure. Repeat to fill the aircraft.

Since the aircraft has a roller floor the ULD should move easily within the cabin area. Ifadditional effort is required to move a particular ULD then the loading process should beSTOPPED. Check for any obstructions at both floor and locker levels before proceeding. Checkappropriate bear clamps are down and all guide rails are in the UP position.

20.33 Securing of Load

Each ULD must be secured in place by use of the floor mounted ‘bear’ clamps. It is essentialthat before the next ULD is moved rearwards, the first unit is secured.

It is allowable that 2 bear clamps per row do not clamp, but only if they are not the outermostones. Any not fully clamped must be advised to the Captain before doors are closed.

20.33.1 To Secure

Pull up in rear of clamp.

20.34 Belly Loading

The lower baggage holds can be loaded as well if the Royal Mail demands it. Again, startloading in H3 and H4, followed by H2 and H1.


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20.35 Removal of Sill Protectors

One the last ULD has been loaded and secured in position all ground crew should exit theaircraft and the HiLo should be removed.

20.35.1 Departure Procedure (Remove after ULD position E has beenloaded)

One ground crew member should remove the sill protector before the HiLo has been removed.This should carried (NOT dragged) to the hold and be secured in its correct stowage.

Despatcher shall confirm to Captain that both sill protectors are stowed stowed prior to doorclosure and that all 6 side latches in the doorway are up and secure.

20.36 Steps

On instructions from the crew member operating the freight door, the steps should be removed.A ground crew member must be on hand ready to carry out this task once the loading hasbeen completed.


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