OM Part A - Rev - 6

OPERATIONS MANUAL
PART A General Basic
Rev. 6 dated 30 May 10 Effective date:_____________
Air Italy S.p.A. Corso Sempione 111 21013 GALLARATE (VA) ITALY
_________________________________________________________________________________________________________________________
This document is intellectual property of Air Italy, all rights are reserved. All information contained herein may not be published, reproduced in any form by photocopy, microfilm, retrieval system, or any other means without the prior written permission of Air Italy.
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OPERATIONS MANUAL
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GENERAL BASIC ACCOUNTABLE MANAGER COMMITMENT
Part Chapt. Page Rev. 0
A Intro 1 16 Jul 08
Accountable Manager Commitment

This manual (and any associated referenced manual) describes the Company organisation and procedures upon which the Authority (EU/ENAC) AOC Approval of Air Italy is based, in accordance with EU-OPS 1.1045 and relevant Appendix 1. This manual is approved by the undersigned and must be complied with, as applicable, when operations are being processed under the terms of the Company AOC approval. It is accepted that these procedures do not override the necessity of complying with any new or amended regulation published by the Authority from time to time where these new or amended regulations are in conflict with these procedures. It is understood that the Authority will approve this Organisation whilst the Authority is satisfied that the procedures are being followed and operational standards maintained. It is further understood that the Authority reserves the right to suspend, limit or revoke the AOC of the Operator if the Authority has evidence that procedures are not followed or standards not upheld. The undersigned assures to provide all the organisational resources, financial included, necessary to carry out all the operational activities in compliance with all Authority and Company requirements. Furthermore, the undersigned declares that the Company is in posses of all permits and authorisations required by the national laws to run its own business, with particular reference to: Environment Protection, Safety at Work, Fire Prevention, Building licenses and Personnel Contracts. For and on behalf of Air Italy.:
The Accountable Manager: Capt. Gentile Dr. Giuseppe
Date: 16 Jul 08
ACCOUNTABLE MANAGER COMMITMENT
OPERATIONS MANUAL
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GENERAL BASIC ACCOUNTABLE MANAGER COMMITMENT
A Intro 2 16 Jul 08
INTENTIONALLY LEFT BLANK
ACCOUNTABLE MANAGER COMMITMENT
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OPERATIONS MANUAL GENERAL BASIC REVISION APPROVAL
A intro 3 30 May 10
Revision Approval/Acceptance This Operations Manual, Edition 1 Revision 6, has been prepared by the Flight Operations Post Holder in co-ordination with Crew Training Post Holder and endorsed by the Quality Manager. It complies with EU-OPS1 and IOSA requirements and the company's Air Operator's Certificate (AOC) as well as with the applicable Italian regulations and laws. It is validated by the Accountable Manager and accepted or approved, as applicable, by ENAC. Rev N 6 Date 30 May 10 Approval Written By Capt. Graziano GUZZINATI F.O.P.H.
Capt. Mariano Sanvicente C.T.P.H.
Capt. Paul SALA NTO Manager
Capt. Enrico CAVALLOTTI Safety and Security Manager
Endorsed by Ing. Claudio CARNELLI Quality Manager
Accepted/approved by Ing. Giovanni BONADIES ENAC Inspector Team Leader
Original signed held in library This revision nr 6 of Air Italy O.M. Edition 1 will become effective on _________________ For this revision, substantial repagination has been necessary. Therefore all chapters which have been repaginated due to substantial changes are marked Rev 6. The parts subjected to change other than mere repagination are marked with a lateral vertical bar.
REVISIONS APPROVALS
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OPERATIONS MANUAL GENERAL BASIC REVISION APPROVAL
A intro 4 30 May 10
Elements of the manual subject to approval by the Authority, all other parts must only be accepted (for details see para 0.2.2):
Ops Manual Section (App. 1 to EU-OPS 1.1045) A 1.1 A 2.4 A 5.2 A 5.3 A 8.1.1 N/A A 8.1.8 Mass & balance A 8.1.11 A 8.4 A 8.5 A 8.6 A9 A 8.3.2 A 8.3.2 A 8.3.2 C3 B Vol 1 N/A C3 MEL Subject Organization and Responsibility Operational Control Procedures for flight crew to operate on more than 1 type or variant Procedures for cabin crew to operate on four airplane types Method of determination of minimum flight attitudes En-route single engine safe forced landing area for land planes (i) Standard mass values other than those specified in Subpart J (ii) Alternative documentation and related procedures (iii) Omission of data from documentation (iv) Special standard masses for the traffic load Tech Log Cat II/III Operations ETOPS Approval Use of MEL Dangerous Goods MNPS RNAV (RNP) RVSM Max. approved passenger seating configuration Alternate method for verifying approach mass Steep Approach Procedures and Short Landing Operations Use of on-board mass and balance systems MEL Cat II/III Training syllabus flight crew D 2.1 Recurrent training programme flight crew Advanced qualification, programme N/A D 2.2 D 2.3 Initial training cabin crew Recurrent training programme cabin crew Dangerous Goods EU - OPS Reference --1.195 1.980 1.1030 1.250 1.542 1.620(g) 1.625 App. 1, 1.605, (b) App. 1, 1.625, (a)(1)(ii) 1.915(b) 1.440(a)(3), (b) & App. 1 1.246 1.030(a) 1.1155 1.243 1.243 1.241 1.480(a)(6) 1.510(b) 1.515(a)(3) & (a)(4) & 1.550 (a) App. 1 to EU-OPS 1.625, 1.030(a) 1.450(a)(2) 1.965(a)(2) 1.978(a) 1.1005 1.1015(b) 1.1220(a)
REVISIONS APPROVALS
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Part A - GENERAL BASIC DISTRIBUTION LIST
A Intro 5 30 May 10
Distribution List (OM Part A - OM Part B - OM Part C) Consignee ENAC Accountable Manager Quality Manager Flight Operation Post Holder Crew Training Post Holder Ground Operation Post Holder Maintenance Post Holder Flight Safety Manager Cabin Crew Manager NTO LIBRARY OCC TRTO Flight Crew Cabin Crew Simulator Airplanes E: P: Note 1: Note 2: Electronic format (pdf) Paper format OMs CD E E E E E E E E E P E E E E P P
Paper copy of the OMs (Part A, Part B and Part C) are held at Library Refer to Paragraph 0.1.7.7 for detailed distribution procedures to crews and other relevant personnel
DISTRIBUTION LIST
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Part A - GENERAL BASIC DISTRIBUTION LIST
A Intro 6 30 May 10
DISTRIBUTION LIST
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GENERAL BASIC RECORD OF TEMPORARY REVISION
A RTR 1 16 Jul 08
RECORD of TEMPORARY REVISIONS TEMPORARY REVISION N DATE of ISSUE DATE of EFFECTIVNESS AFFECTED PAGES INSERTED DELETED DATE & by Sign
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GENERAL BASIC RECORD OF TEMPORARY REVISION
A RTR 2 16 Jul 08
RECORD OF TEMPORARY REVISIONS
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Record of Revisions REVISION N 0 1 2 3 4 5 6 DATE of ISSUE 15 Jun 08 25Nov 08 26 Jan 09 15 May 09 15 Dec 09 15 Apr 10 30 May 10
OPERATIONS MANUAL GENERAL BASIC RECORD OF REVISION
A REV 1 30 May 10
DATE of EFFECTIVNESS 16 Jul 08 25 Nov 08 26 Jan 09 15 May 09 15 Dec 09
AFFECTED PAGES Edition 1 See L.E.P See L.E.P. See L.E.P. See L.E.P. See L.E.P. See L.E.P.
INSERTED by Flight Oper. Dept.
RECORD OF REVISIONS
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Record of Review Date
OPERATIONS MANUAL GENERAL BASIC RECORD OF REVISION
A REV 2 30 May 10
Name
Signature
By signing this box I hereby declare that contents of this manual have been reviewed against all the applicable requirements and procedures and found compliant.
RECORD OF REVISIONS
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Chapt Intro Intro Intro Intro Intro Intro RTR RTR REV REV LEP LEP LEP LEP LEP LEP LEP LEP LEP LEP Index Index 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1.0 1.0 1.1 Pg 1 2 3 4 5 6 1 2 1 2 1 2 3 4 5 6 7 8 9 10 1 2 i ii 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 i ii i
GENERAL BASIC 0 ADMINISTRATION AND CONTROL OF OPERATION MANUALS Rev 0 0 6 6 6 6 0 0 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 5 6 6 6 5 5 5 6 6 6 6 6 6 6 6 6 6 6 6 6 6 Date 16 Jul 08 16 Jul 08 30 May 10 30 May 10 30 May 10 30 May 10 16 Jul 08 16 Jul 08 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 15 Apr 10 30 May 10 30 May 10 30 May 10 15 Apr 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 R Chapt 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.2 1.2 1.2 1.2 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.4 1.4 1.4 1.4 1.5 1.5 1.5 1.5 1.5 1.5 2.0 2.0 2.1 2.1 2.1 2.1 2.1 2.1 2.1 Pg ii 1 2 3 4 5 6 i ii 1 2 i ii 1 2 3 4 5 6 7 8 9 10 11 12 13 14 i ii 1 2 i ii 1 2 3 4 i ii i ii 1 2 3 4 5
Part Chapt Page Rev. 6 Rev 6 6 6 6 6 6 6 0 0 6 0 6 6 5 5 6 6 6 6 6 6 6 6 6 6 6 6 5 5 6 6 5 5 5 6 6 6 6 6 5 5 5 5 6 5 5
A LEP 1 30 May 10 Date 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 16 Jul 08 16 Jul 08 30 May 10 16 Jul 08 30 May 10 30 May 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 15 Apr 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 30 May 10 15 Apr 10 15 Apr 10 R R R R R R R R
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Chapt 2.1 2.2 2.2 2.2 2.2 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.5 2.5 2.5 2.5 3.0 3.0 3.1 3.1 3.1 3.1 3.2 3.2 3.2 Pg 6 i ii 1 2 i ii 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 i ii 1 2 3 4 5 6 i ii 1 2 i ii i ii 1 2 i ii 1
GENERAL BASIC 0 ADMINISTRATION AND CONTROL OF OPERATION MANUALS Rev 5 5 5 5 5 6 6 6 5 5 5 6 6 6 6 6 6 6 6 6 6 6 6 6 6 5 5 5 5 5 5 6 5 0 0 0 0 6 6 4 4 4 4 0 0 0 Date 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 30 May 10 15 Apr 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 30 May 10 15 Apr 10 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 30 May 10 30 May 10 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 16 Jul 08 16 Jul 08 16 Jul 08 R Chapt 3.2 3.3 3.3 3.3 3.3 3.3 3.3 4.0 4.0 4.1 4.1 4.1 4.1 4.1 4.1 4.2 4.2 4.2 4.2 4.3 4.3 4.3 4.3 4.4 4.4 4.4 4.4 5.0 5.0 5.1 5.1 5.1 5.1 5.1 5.1 5.2 5.2 5.2 5.2 5.2 5.2 5.2 5.2 5.2 5.2 5.2 Pg 2 i ii 1 2 3 4 i ii i ii 1 2 3 4 i ii 1 2 i ii 1 2 i ii 1 2 i ii i ii 1 2 3 4 i ii 1 2 3 4 5 6 7 8 9
A LEP 2 30 May 10 Date 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 30 May 10 30 May 10 15 Apr 10 65 Apr 10 30 May 10 30 May 10 30 May 10 30 May 10 16 Jul 08 16 Jul 08 30 May 10 30 May 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 16 Jul 08 16 Jul 08 15 Dec 09 15 Dec 09 30 May 10 30 May 10 30 May 10 30 May 10 16 Jul 08 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 R
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Chapt 5.2 5.2 5.2 5.2 5.2 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.4 5.4 5.4 5.4 5.4 5.4 5.4 5.4 5.5 5.5 5.5 5.5 6.0 6.0 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1 Pg 10 11 12 13 14 i ii 1 2 3 4 5 6 i ii 1 2 3 4 5 6 i ii 1 2 i ii i ii 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
GENERAL BASIC 0 ADMINISTRATION AND CONTROL OF OPERATION MANUALS Rev 6 6 6 5 5 6 6 0 0 0 0 6 6 0 0 0 0 0 0 0 0 0 0 0 0 6 6 6 6 5 6 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 Date 30 May 10 30 May 10 30 May 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 30 May 10 30 May 10 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 30 May 10 30 May 10 30 May 10 30 May 10 15 Apr 10 30 May 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 R R R R Chapt 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.1 6.2 6.2 6.2 6.2 6.2 6.2 6.3 6.3 6.3 6.3 7.0 7.0 7.1 7.1 7.1 7.1 7.1 7.1 7.1 7.1 7.1 7.1 7.2 7.2 7.2 7.2 8.0 8.0 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 Pg 18 19 20 21 22 23 24 25 26 i ii 1 2 3 4 i ii 1 2 i ii i ii 1 2 3 4 5 6 7 8 i ii 1 2 i ii i ii iii iv 1 2 3 4 5
A LEP 3 30 May 10 Date 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 30 May 10 30 May 10 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 30 May 10 30 May 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 R
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Chapt 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 Pg 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51
GENERAL BASIC 0 ADMINISTRATION AND CONTROL OF OPERATION MANUALS Rev 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 Date 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R Chapt 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.1 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 Pg 52 53 54 55 56 57 58 59 60 61 62 i ii 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33
A LEP 4 30 May 10 Date 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 R R R R R R R R R R R R
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Chapt 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.2 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 Pg 34 35 36 37 38 39 40 41 42 i ii iii iv v vi 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31
GENERAL BASIC 0 ADMINISTRATION AND CONTROL OF OPERATION MANUALS Rev 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 Date 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R Chapt 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.3 8.4 8.4 8.4 Pg 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 i ii 1
A LEP 5 30 May 10 Date 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 15 Apr 10 15 Apr 10 15 Apr 10 R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R A A
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Chapt 8.4 8.4 8.4 8.4 8.4 8.4 8.4 8.4 8.4 8.4 8.4 8.4 8.4 8.4 8.4 8.5 8.5 8.5 8.5 8.5 8.5 8.5 8.5 8.6 8.6 8.6 8.6 8.6 8.6 8.7 8.7 8.7 8.7 8.8 8.8 8.8 8.8 8.8 8.8 8.9 8.9 8.9 8.9 8.9 8.9 8.9 Pg 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 i ii 1 2 3 4 5 6 i ii 1 2 3 4 i ii 1 2 i ii 1 2 3 4 i ii 1 2 3 4 5
GENERAL BASIC 0 ADMINISTRATION AND CONTROL OF OPERATION MANUALS Rev 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 5 5 5 5 5 5 0 0 0 0 0 0 0 Date 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 26 Jan 09 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 R Chapt 8.9 8.9 8.9 8.9 8.9 9.0 9.0 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.1 9.2 9.2 9.2 9.2 9.2 9.2 10.0 10.0 10.1 10.1 10.1 10.1 10.1 10.1 10.1 10.1 10.1 10.1 10.1 Pg 6 7 8 9 10 i ii i ii 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 i ii 1 2 3 4 i ii i ii 1 2 3 4 5 6 7 8 9
A LEP 6 30 May 10 Date 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 30 May 10 30 May 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 R
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Chapt 10.1 10.1 10.1 10.1 10.1 10.1 10.1 10.1 10.1 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 10.2 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 Pg 10 11 12 13 14 15 16 17 18 i ii 1 2 3 4 5 6 7 8 9 10 11 6 13 14 15 16 17 18 19 20 i ii 1 2 3 4 5 6 7 8 9 10 11 12 13
GENERAL BASIC 0 ADMINISTRATION AND CONTROL OF OPERATION MANUALS Rev 5 5 5 5 5 6 6 6 6 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 5 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 Date 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 30 May 10 30 May 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 R Chapt 11 11 11 11 11 11 11 11 11 11 11 11 11 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 13 13 13 13 13 13 A A A A A A A Pg 14 15 16 17 18 19 20 21 22 23 24 25 26 i ii 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 i ii 1 2 3 4 i ii 1 2 3 4 5
A LEP 7 30 May 10 Date 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 16 Jul 08 16 Jul 08 16 Jul 08 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 R R R R R R R R R R R R R R
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Chapt A A A A A A A A A A A A A A A B B B B B B B B B B B B B B B B B B B B B B B B B B B B B B B Pg 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31
GENERAL BASIC 0 ADMINISTRATION AND CONTROL OF OPERATION MANUALS Rev 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 Date R 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 Chapt B B B C0 C0 C1 C1 C2 C2 C3 C3 C4 C4 C5 C5 C6 C6 C7 C7 C8 C8 C9 C9 C10 C10 C11 C11 C12 C12 C13 C13 C14 C14 C15 C15 C16 C16 C17 C17 C18 C18 C19 C19 C20 C20 C21 Pg 32 33 34 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1
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Chapt C21 C22 C22 C22 C22 C23 C23 C23 C23 C24 C24 C25 C25 C26 C26 C27 C27 C27 C27 C27 C27 C27 C27 C28 C28 C29 C29 C30 C30 C31 C32 C33 C33 C34 Pg 2 1 2 3 4 1 2 3 4 1 2 1 2 1 2 1 2 3 4 5 6 7 8 1 1 1 2 1 2 1 2 1 2 1
GENERAL BASIC 0 ADMINISTRATION AND CONTROL OF OPERATION MANUALS Rev 6 4 4 4 4 0 0 0 0 6 6 6 6 0 0 0 0 0 0 0 0 0 0 5 5 0 0 3 3 6 6 6 6 6 Date 30 May 10 15 Dec 09 15 Dec 09 15 Dec 09 15 Dec 09 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 30 May 10 30 May 10 30 May 10 30 May 10 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 15 Apr 10 15 Apr 10 16 Jul 08 16 Jul 08 15 May 09 15 May 09 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 R R Chapt C34 C35 C35 C36 C36 C37 C37 C38 C38 C39 C39 C40 C40 C41 C41 C42 C42 C43 C43 D D E E E E F F F F F F G G Pg 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 1 2 3 4 1 2 3 4 5 6 1 2
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A LEP 9 30 May 10 Date 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 30 May 10 16 Jul 08 16 Jul 08 15 Apr 10 15 Apr 10 15 Apr 10 15 Apr 10 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 16 Jul 08 R A A A A A A A A A A A A A A A A A A A
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Written by: G. Guzzinati Original Sign held in library Air Italy FOPH Date 30 May 10
Endorsed by: C. Carnelli Original Sign held in library Air Italy Quality Manager Date 30 May 10
ENAC Original Sign held in library
Date
OPERATIONS MANUAL
air Italy
GENERAL BASIC 0 ADMINISTRATION AND CONTROL OF OPERATION MANUALS
Part Chapt Page Rev. 6
A LEP 10 30 May 10
OPERATIONS MANUAL
air italy
Part A - GENERAL BASIC INDEX CHAPTER/SECTIONS INDEX
A Index 1 30 May 10
ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL 0.1 Introduction 0.2 System of Amendments and Revision ORGANISATION & RESPONSABILITIES 1.1 Organisation and Responsibilities 1.2 Nominated Post Holder 1.3 Responsibilities and Duties of Operations Management Personnel 1.4 Authority, Duties and Responsibilities of Commander 1.5 Duties and Responsibilities of Crewmembers other than the Commander OPERATIONAL CONTROL AND SUPERVISION 2.1 Supervision of the Operation by the Operator 2.2 System of Promulgation of Additional Operational Instructions and Information 2.3 Accident Prevention and Flight Safety Programme 2.4 Operational Control 2.5 Powers of Authority QUALITY SYSTEM 3.1 Quality Policy 3.2 The Quality System Description 3.3 Quality Assurance Personnel CREW COMPOSITION 4.1 Crew Composition 4.2 Designation of the Commander 4.3 Flight Crew Incapacitation 4.4 Operation on more than one type QUALIFICATION REQUIREMENTS 5.1 Qualification Requirements 5.2 Flight Crew 5.3 Cabin Crew 5.4 Training, Checking and Supervision Personnel 5.5 Other Operations Personnel CREW HEALTH PRECAUTIONS 6.1 Crew Health Precautions 6.2 Health Troubles on Board 6.3 Disinfecting Procedures FLIGHT TIME LIMITATIONS 7.1 Flight and Duty Time Limitations and Rest Requirements 7.2 Exceedances and/or Reductions
INDEX
OPERATIONS MANUAL
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8
Part A - GENERAL BASIC INDEX
A Index 2 30 May 10
OPERATING PROCEDURES 8.1 Flight Preparation Instructions 8.2 Ground Handling Instructions 8.3 Flight Procedures 8.4 All Weather Operations 8.5 ETOPS 8.6 Use of MEL and CDL 8.7 Non Revenue Flights 8.8 Oxygen Requirements 8.9 Cold Weather Operations DANGEROUS GOODS AND WEAPONS 9.1 Carriage of Dangerous Goods and Weapons 9.2 Carriage of Weapons, Munitions of War and Sporting Weapons SECURITY 10.1 Security Instruction and Guidance 10.2 Preventive Security Measures and Training HANDLING OF ACCIDENTS AND OCCURRENCES RULES OF THE AIR LEASING
10
11 12 13
APPENDICES
INDEX
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OPERATIONS MANUAL GENERAL BASIC 0 ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL
A 0 i 30 May 10
0 Administration and control of operations manual ....................................................... 1 0.1 INTRODUCTION ...........................................................................................................1 0.1.1 General .....................................................................................................................1 0.1.1.1 Definitions related to the compilation of the O.M. .................................................1 0.1.2 Exemptions ...............................................................................................................1 0.1.3 Operational Directives...............................................................................................1 0.1.4 Common Language ..................................................................................................2 0.1.5 Laws, Regulations and Procedures Operators responsibilities ................................2 0.1.6 Air Operator Certificate (AOC) issue.........................................................................3 0.1.6.1 General rules for Air Operator Certification holder ...............................................5 0.1.6.2 Issue, variation and continued validity of the AOC ...............................................6 0.1.6.3 Administrative requirements .................................................................................6 0.1.7 Operations Manual (O.M.).........................................................................................6 0.1.7.1 Requirements accomplishment on publishing Company Operations Manual.......7 0.1.7.2 Comparability and usability of Operations Manual ...............................................8 0.1.7.3 Pagination ............................................................................................................8 0.1.7.4 Manual list ............................................................................................................9 0.1.7.5 Structure and contents of the Operations Manual ................................................9 0.1.7.5.1 Part A: General/Basic (G/B).............................................................................9 0.1.7.5.2 Part B: Flight Crew Operation Manual Type Related ..................................11 0.1.7.5.3 Part C: Route and Aerodrome Instructions and Information Manuals (RM)...12 0.1.7.5.4 Part D: Training Manual (TM) ........................................................................12 0.1.7.5.5 Syllabi ............................................................................................................13 0.1.7.6 Terms & Abbreviations .......................................................................................13 0.1.7.7 Responsibility for Issuance and Distribution of the Operations Manual..............13 0.1.8 Routes and areas of operation................................................................................14 0.2 SYSTEM OF AMENDMENTS AND REVISIONS ........................................................15 0.2.1 Responsibility for issuance and insertion of Amendments /Revisions.....................15 0.2.2 Amendment procedure ...........................................................................................15 0.2.3 Authority and Classification.....................................................................................16 0.2.4 Distribution ..............................................................................................................16 0.2.5 Distribution of Amendments and Revisions.............................................................16 0.2.6 Hand-written Revisions ...........................................................................................17 0.2.7 List of effective pages .............................................................................................17 0.2.8 Temporary Revisions ..............................................................................................17
0 ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL
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0 ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL
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0.1 INTRODUCTION
A 0.1 1 15 Apr 10
0 ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL 0.1.1 General Air Italy S.p.A will not operate an aeroplane for the purpose of commercial air transport other than in accordance with EU-OPS 1. Air Italy S.p.A. will comply with the requirements contained in EU-OPS 1 applicable to aeroplanes operated for the purpose of commercial air transport. Anyhow, when items are not ruled by the EU law, national regulation is in force. Each aeroplane will be operated in compliance with the terms of its Certificate of Airworthiness and within the approved limitations contained in its Aeroplane Flight Manual. Air Italy aircraft are operated for commercial air transport and cannot be operated for purpose not covered by OPS 1 0.1.1.1 Definitions related to the compilation of the O.M. Accepted/Acceptable means not objected to by the Authority as suitable for the purpose intended. Approved (by the Authority ) means documented (by the Authority) as suitable for the purpose intended Master Minimum Equipment List (MMEL) means a master list (including a preamble) appropriate for an aircraft type, which determines those instruments, items of equipment or functions that, while maintaining the level of safety intended in the applicable airworthiness certification specifications, may temporarily be inoperative either due to the inherent redundancy of the design, or due to specified operational and maintenance procedures, conditions and limitations, and in accordance with the applicable procedures for Continued Airworthiness. Minimum Equipment List (MEL) means a list (including a preamble) which provides for the operation of aircraft, under specified conditions, with particular instruments, items of equipment or functions inoperative at the commencement of flight. This list is prepared by the operator for his own particular aircraft taking account of their aircraft definition and the relevant operational and maintenance conditions in accordance with a procedure approved by the Authority. 0.1.2 Exemptions Air Italy S.p.A. is aware that the Authority may exceptionally and temporarily grant an exemption from the provisions of EU-OPS Part 1 when satisfied that there is a need and subject to compliance with any supplementary condition the Authority considers necessary in order to ensure an acceptable level of Safety in the particular case. 0.1.3 Operational Directives Air Italy S.p.A. is aware that the Authority may direct, by means of an Operational Directive, that an operation be prohibited, limited or subject to certain conditions, in the interests of safe operations. In this case, Operational Directive will state: (1) the reason for issue; (2) applicability and duration; (3) action required by Air Italy S.p.A. Operational Directives are supplementary to the provisions of EU-OPS 1.
0.1 - INTRODUCTION
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0.1.4 Common Language Air Italy has selected English as the common language for flight operations. The Company Post Holders, each for the respective area of responsibility, must assure that all Personnel involved in flight operations is able to communicate in English. Italian can be used during flight operations when deemed practical and appropriate. English knowledge will be evaluated through an initial assessment and training will be provided if necessary. 0.1.5 Laws, Regulations and Procedures Operators responsibilities The F.O.P.H. ensures that: (1) all Company ground employees are made aware that they must comply with the laws, regulations and procedures of those States in which operations are conducted and which are pertinent to the performance of their duties. In order to comply with the above requirements the following trainings will be provided : Incoming briefing consisting in a ground course where a detailed explanation/consultation of company Operations Manual, Company Ground Operations Manual (GOM), IATA Dangerous Goods Manual and ICAO Annex 18, local AIP, ICAO Doc 4444 (Rules of the Air), Airport Handling Manual for the parts of interest and other relevant documents concerning regulations and procedures of those States in which operations are conducted. (2) all Crew Members are made familiar with the laws, regulations and procedures pertinent to the performance of their duties through the . following trainings: Incoming Briefing Line Training Recurrent Training During these trainings a detailed explanation/consultation of company Operations Manual, Company Ground Operations Manual (GOM), IATA Dangerous Goods Manual and ICAO Annex 18, local AIP, ICAO Doc 4444 (Rules of the Air), Jeppesen/Aerad Route Manual, and other relevant documentation is given. (3) that the reception, retention and dissemination of documentation and/or data from external sources is received in time by all operational personnel to satisfy operational requirements. The Flight Operations Library, identified with the Navigation and Technical Operations Office (NTO), will make all the documentation herein described and other relevant documents available to all Company employees as appropriate.
0.1 - INTRODUCTION
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0.1.6 Air Operator Certificate (AOC) issue At present time Air Italy S.p.A has been issued an AOC with the following contents and conditions:
AOC N I - 103
A) Tipi di Operazioni Types of Operations B) Tipi di Aeromobili Type of Aircraft
C) Area delle Operazioni Area of Operations D) Limitazioni speciali Special Limitations
A1 Trasporto Passeggeri Passengers A2 Trasporto Merci Cargo B 737-300 (A1, A2) B 737-300 (A1, A2) B 737-400 (A1, A2) B 737-800 (A1, A2) B 767-200 (A1, A2) B 767-300 (A1, A2) Worldwide except N/S Pole Nessuna None
E) Autorizzazioni Speciali/Approvazioni Special Authorization/Approvals (E1): CAT II RVR300mt DH100ft (E2): CAT IIIA RVR200mt DH50ft (E3): CAT IIIB RVR75mt DH0 (767) (E5): LVTO RVR 125mt (Cat C), 150mt (Cat D) (E6) MNPS/NAT(B767) (E7): ETOPS 180 min (B767) (E8): B-RNAV. (E9): RVSM: worldwide (where applicable) (E10): RNP-5/ RNP-10 EUR-SAM corr. (E11): Dangerous Goods (except EI-COK and D-AGMR) F) Marche di Registrazione Aircraft Registrations Marks Boeing 737-33A Boeing 737-3Q8 Boeing 737-300W Boeing 737-300W Boeing 737-430 Boeing 737-430 Boeing 737-7GL Boeing 737-84P Boeing 767-23B Boeing 767-23B Boeing 767-304 Boeing 767-304 Nessuna None I AIGL I AIGM EI IGR EI IGS EI-COK D - AGMR I AIGP I AIGN I AIGH I AIGI I AIGG I AIGJ MSN MSN MSN MSN MSN MSN MSN MSN MSN MSN MSN MSN 23636 24299 28561 28562 27003 27007 37233 35074 23973 23974 28041 28039
G) Deroghe Exemptions
0.1 - INTRODUCTION
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Note1: this is just a sample reporting the certification for reference only. Official and up to date documents are available on board of each Aircraft and in Air Italy headquarter. Note2: even if Air Italy AOC does not contain anymore B757, this type has been retained in Operations Manual for reference only.
0.1 - INTRODUCTION
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0.1.6.1 General rules for Air Operator Certification holder (a) Air Italy S.p.A. will not operate an aeroplane for the purpose of commercial air transportation otherwise than under, and in accordance with, the terms and conditions of the Air Operator Certificate (AOC) held. (b) In case of variation request of the held AOC, Air Italy S.p.A. will allow the Authority to examine all Safety aspects of the proposed operation. (c) Air Italy S.p.A. declares that is not holding an AOC issued by another State Authority. (d) Air Italy S.p.A. declares that it has its principal place of business located in accordance with issued AOC. (e) Air Italy S.p.A. declares that it has registered the aeroplanes, which are to be operated under the AOC, in Italy and, if not, Air Italy S.p.A. will operate aeroplanes registered on the national register of another State only with and under the mutual agreement of the Italian Authority and the second-named State Authority. (f) Air Italy S.p.A declares that he is able to conduct safe operations and he is aware of the possibility that the held AOC will be varied, suspended or revoked if the Authority is no longer satisfied that the Operator can maintain safe operations. (g) Air Italy S.p.A will always grant the Authority access to his organisation and aeroplanes and will ensure that, with respect to maintenance, access is granted to any associated EU145 maintenance organisation, to determine continued compliance with EUOPS. (h) Air Italy S.p.A. ensures that every flight is conducted in accordance with the provisions of the present Operations Manual. (i) Air Italy S.p.A assures that he has arranged appropriate ground handling facilities to ensure the safe handling of his flights and that his aeroplanes are equipped and Crews qualified as required for the area and type of operation authorised. (j) Air Italy S.p.A. assures that arrangements are made for the production of manuals, amendments and other documentation. (k) Air Italy S.p.A. will always comply with the maintenance requirements, in accordance with EU-OPS 1 Subpart M, for all aeroplanes operated under the terms of his AOC. (l) Air Italy S.p.A. assures that will always provide the Authority with a copy of the Operations Manual, as specified in Subpart P and all amendments or revisions to it. (m)Air Italy S.p.A. will maintain, when needed, operational support facilities at the main operating base(s), appropriate for the area and type of operations. (n) Air Italy S.p.A. declares that its organization and management are suitable and properly matched to the scale and scope of the operation. (o) Air Italy S.p.A. will comply with the applicable retroactive airworthiness requirements for aeroplanes operated for the purpose of commercial air transportation. (p) Each Air Italy S.p.A aeroplane must be operated in compliance with the terms of its Certificate of Airworthiness and within the approved limitations contained in its Aeroplane Flight Manual. (q) If Air Italy will include in its fleet aircraft not registered in Italy but in a state member of the EU community, will set appropriate arrangements to ensure appropriate safety oversight. 0.1 - INTRODUCTION
Part A Chapt. 0.1 air italy Page 6 Rev. 5 15 Apr 10 (r) Air Italy airplane will be operated in areas, or through portions of airspace, or on routes where navigation performance requirements have been specified, is certified according to these requirements, and, if required, that the Authority has granted the relevant operational approval 0.1.6.2 Issue, variation and continued validity of the AOC Air Italy S.p.A. is aware that: (a) an AOC, or a variation to an AOC, will not remain valid unless: 1. Aeroplanes operated have a standard Certificate of Airworthiness issued in accordance with ICAO Annex 8 by a JAA Member State. Standard Certificates of Airworthiness issued by a JAA Member State other than the State responsible for issuing the AOC, will be accepted without further showing when issued in accordance with EU21; 2. The maintenance system has been approved by the Authority in accordance with Subpart M; 3. The Operator has satisfied the Authority that he has the ability to: (i) Establish and maintain an adequate organisation; (ii) Establish and maintain a quality system in accordance with EUOPS 1.035; (iii) Comply with required training programmes; (iv) Comply with maintenance requirements, consistent with the nature and extent of the operations specified, including the relevant items prescribed in EUOPS 1.175(g) to(o); and (v) Comply with EUOPS 1.175. (b) Notwithstanding the provisions of EUOPS 1.185(f), Air Italy S.p.A. will notify the Authority as soon as practicable of any changes to the information submitted in accordance with EUOPS 1.185(a). (c) If the Authority is not satisfied that the requirements of subparagraphs above have been met, the Authority may require the conduct of one or more demonstration flights, operated as if they were commercial air transport flights. 0.1.6.3 Administrative requirements Air Italy S.p.A. is aware that: (a) The application for the variation of an AOC must be submitted at least 30 days, or as otherwise agreed, before the date of intended operation. (b) The application for the renewal of an AOC must be submitted at least 30 days, or as otherwise agreed, before the end of the existing period of validity. (c) Other than in exceptional circumstances, the Authority must be given at least 10 days prior notice of a proposed change of a nominated Post Holder. 0.1.7 Operations Manual (O.M.) Company Operations Manual is provided for the use and guidance of Crew Members and operations Personnel. It lays down standards and procedures for the conduct of the Operators operations. Company Operations Manual complies with EU-OPS 1 requirements and with all other present regulations, terms and conditions of the Companys Air Operators Certificate AOC. That means that for the time being the Italian regulations must be applied in conjunction with the directives contained into : 1. subpart N (Flight Crew) O (Cabin Crew). 0.1 - INTRODUCTION
Part A Chapt. 0.1 air italy Page 7 Rev. 5 15 Apr 10 2. subpart Q Flight Duty Time Limitations and Rest Requirement are implemented and regulated by national Regulations: Regolamento integrative al capo Q dellannesso III del regolamento (CE) N3922/1991 Standards and procedures contained in O.M. must be strictly adhered to at all times unless a departure from them can be justified on the ground that it was necessary in the particular circumstances in order to secure the Safety of the operation. All such deviations must be reported to the Flight Operations Post-Holder. For the sake of simplicity and clarity the pronoun he is used throughout the O.M. When appropriate, the pronoun she should be assumed. 0.1.7.1 Requirements accomplishment on publishing Company Operations Manual (a) Air Italy S.p.A. ensures that Company Operations Manual contains all instructions and information necessary for operations Personnel to perform their duties. (b) Contents of Company Operations Manual, including all amendments or revisions, do not contravene the conditions contained in the Air Operator Certificate (AOC) or any applicable regulations and is acceptable to, or, where applicable, approved by, the Authority. (c) Company Operations Manual is written in English language except for a very limited paragraphs (pertaining to specific Italian Regulations) left in the original language (Italian) in accordance with provisions allowed by IEM OPS 1.1040(c). The Flight Operations Post-Holder assures that operations Personnel from foreign countries are able to fully understand the instructions given in Italian language. (d) Should it become necessary to produce new versions of the Operations Manual or major parts/volumes thereof, Air Italy S.p.A. will comply with requirements at subparagraph (b) above. (e) Air Italy S.p.A. ensures that all operations Personnel have easy access to a copy of each part of the Operations Manual which is relevant to their duties. In addition, Crew Members are supplied with a personal copy of Parts A and B of the Operations Manual as are relevant for personal study. (f) Air Italy S.p.A. assures that one updated copy of Operations Manual (Parts A, B, C and D) is carried on board of each Company aeroplane. The Flight Operations Post-Holder is the holder of the Operations Manual assigned to each aeroplane. (g) Air Italy S.p.A. ensures that the Operations Manual is amended or revised so that the instructions and information contained therein are kept up to date. All operations Personnel will be constantly made aware of such changes (by written or E-mail communication) that are relevant to their duties. (h) Each holder of an Operations Manual, or appropriate parts of it, shall keep it up to date with the amendments or revisions supplied by the F.O.P.H.. (i) Air Italy S.p.A. will supply the Authority with intended amendments and revisions in advance of the effective date. When the amendment concerns any part of the Operations Manual which must be approved in accordance with EUOPS, this approval shall be obtained before the amendment becomes effective. When immediate amendments or revisions are required in the interest of Safety, they may be published and applied immediately, provided that any approval required has been applied for. (j) Air Italy S.p.A. will incorporate all amendments and revisions required by the Authority. 0.1 - INTRODUCTION
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(k) Air Italy S.p.A. ensures that information taken from approved documents, and any amendment of such approved documentation, is correctly reflected in the Operations Manual and that the Operations Manual contains no information contrary to any approved documentation. However, this requirement does not prevent Air Italy S.p.A. from using more conservative data and procedures. (l) Air Italy S.p.A. must ensure that the contents of the OM are presented in a form in which they can be used without difficulty. The design of the OM shall observe human factors principles. (m) Air Italy S.p.A. will present the Operations Manual, or parts thereof, in electronic format. In such cases, an acceptable level of accessibility, usability and reliability will be assured. (n) The use of an abridged form of the Operations Manual does not exempt the Operator from the requirements of EUOPS 1.130. 0.1.7.2 Comparability and usability of Operations Manual To facilitate comparability and usability of Operations Manuals by new personnel, formerly employed by another Operator, Air Italy S.p.A has not deviated from contents and the numbering system used in Appendix 1 to EU-OPS 1.1045. For those sections which, because of the nature of the operation, do not apply, Air Italy S.p.A. has maintained the numbering system described in EU-OPS 1 and inserted Not applicable or Intentionally blank as appropriate. 0.1.7.3 Pagination Part Chapt Page Rev xx A aa ii dd mmm yy
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Aaa aaa Bbbb Manual Title
The sections of Operations Manual Part A, C and D and Appendixes are ordered according to EU-OPS 1.1045. Code Aaa aaa Bbbb.Manual Part A aa ii Rev xx dd mmm yy Meaning Issuing Division Manual Volume Title Manual part (numeric or alphanumeric) Chapter/Section number Page number Revision number Date of effectivity day/month/year
The terms paragraph and sub-paragraph sometimes are used as general terms defining Chapters, Sections or Points, depending of the situation.
0.1 - INTRODUCTION
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0.1.7.4 Manual list i) O.M. Part A General Basic ii) O.M. Part B Vol. 1 (FCOM) iii) O.M. Part B Vol. 2 (FCOM) iv) O.M. Part B Vol. 3 (QRH) v) O.M. Part C Route Manual vi) O.M. Part C Long Haul Manual vii) O.M. Part D Training Manual viii) Syllabi: - RVSM, B-RNAV, CRM, AWO-LVP-LVTO, MNPS, CRM ix) Cabin Crew Manual (CCM) x) Security Manual xi) OCC Manual xii) Ground Operations Manual xiii) Quality Manual 0.1.7.5 Structure and contents of the Operations Manual 0.1.7.5.1 Part A: General/Basic (G/B) This part consists of one manual and is published and amended by the Flight Operations Post-Holder. It contains details of the Companys organisation, authority and responsibility, together with operational policy and procedures and operational information of value to Crew Members for a safe operation and shall comply with all relevant regulations. The operational procedures in this part are based on the latest technical data and operational experience. If, however, they should at any time conflict with terms and/or specific procedures contained in the Aircraft Operating Manual supplied by the manufacturer in relation to a particular aeroplane type (see next paragraph), the meaning of the term and/or the manufacturers procedures take precedence and should be followed, unless explicitly specified in the present part of the Operations Manual. Any such discrepancies should be brought to the immediate attention of the Flight Operations Post-Holder. According to comparability and usability criteria of Operations Manuals specified at previous subparagraph 0.1.7.2., Air Italy O.M. has been issued in accordance with EU-OPS 1 IEM 1.1045(c) with the following structure: Part A GENERAL/BASIC 0 ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL 0.1 Introduction 0.2 System of amendment and revisions ORGANISATION AND RESPONSABILITIES 1.1 Organisational Structure 1.2 Nominated Post-Holders 1.3 Responsibilities and duties of operations management personnel 1.4 Authority, duties and responsibilities of Commander 1.5 Duties and responsibilities of Crew Members other than the Commander OPERATIONAL CONTROL AND SUPERVISION 2.1. Supervision of the operation by the Operator 2.2. System of promulgation of additional operational instructions and information 2.3. Accident prevention and Flight Safety programme 0.1 - INTRODUCTION
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2.4. Operational control 2.5. Powers of Authority 3 4 QUALITY SYSTEM CREW COMPOSITION 4.1. Crew Composition 4.2. Designation of the Commander 4.3. Flight Crew incapacitation 4.4. Operation on more than one type QUALIFICATION REQUIREMENTS 5.1. Description of licence, qualification/competency, requirements 5.2. Flight Crew 5.3. Cabin Crew 5.4. Training, checking and supervisory personnel 5.5. Other operations personnel CREW HEALTH PRECAUTIONS 6.1. Crew health precautions 6.2. Health troubles on Board 6.3. Disinfection procedure FLIGHT TIME LIMITATION 7.1 Flight and Duty Time limitation and Rest requirements 7.2 Exceedances of flight and duty time limitation and/or reduction of rest periods OPERATING PROCEDURES 8.1 Flight Preparation Instructions 8.1.1. Minimum Flight Altitudes 8.1.2. Criteria for determining of usability of aerodromes 8.1.3. Methods for determination of Aerodrome Operating Minima 8.1.4. En-route Operating Minima for VFR flights or VFR portions of a flight 8.1.5. Presentation and Application of Aerodrome ad En-Route Operating Minima 8.1.6. Interpretation of meteorological information 8.1.7. Determination of the quantities of fuel, oil and water methanol carried 8.1.8. Mass and Centre of gravity 8.1.9. ATS Flight Plan 8.1.10. Operational Flight Plan 8.1.11. Operators Aeroplane Technical Log 8.1.12. List of documents, forms and additional information to be carried 8.2 Ground Handling Instructions 8.2.1. Fuelling procedures 8.2.2. Aeroplane, passengers and cargo handling procedures related to Safety 0.1 - INTRODUCTION
training,
checking
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8.3
8.4 8.5 8.6 8.7 8.8 8.9 9 10 11 12 13
8.2.3. Procedures for the refusal of embarking 8.2.4. De-icing and Anti-icing on the Ground Flight Procedures 8.3.1. VFR/IFR policy 8.3.2. Navigation Procedures 8.3.3. Altimeter setting procedures 8.3.4. Altitude alerting system procedures 8.3.5. Ground Proximity Warning System procedures 8.3.6. Policy and procedures fort the use of TCAS 8.3.7. Policy and procedures for in-flight fuel management 8.3.8. Adverse and potentially hazardous atmospheric conditions 8.3.9. Wake Turbulence 8.3.10. Crew Members at their stations 8.3.11. Use of safety belts for Crew and passengers 8.3.12. Admission to Flight Deck 8.3.13. Use of vacant Crew seats 8.3.14. Incapacitation of Crew Members 8.3.15. Cabin Safety Requirements 8.3.16. Passengers briefing procedures 8.3.17. Procedures for aeroplanes operated whenever required cosmic or solar radiation detection equipment is carried 8.3.18. Policy on the use of autopilot and auto throttle 8.3.19. Overweight Landings 8.3.20. Companys Procedures and Techniques 8.3.21. Cabin Crew safety Briefing All Weather Operations ETOPS Use of Minimum Equipment and Configuration Deviation List(s) Non revenue flights Oxygen Requirements Cold Weather Operations
DANGEROUS GOODS AND WEAPONS SECURITY HANDLING OF ACCIDENTES AND OCCURRENCES RULES OF THE AIR LEASING
0.1.7.5.2 Part B: Flight Crew Operation Manual Type Related Air Italy adopts the Boeing FCOM system for the O.M. Part B and its titling system: PART B VOLUME 1 FCOM 0 Preface 0.0 Table of Contents 0.1 Model identifications 0.2 Introduction 0.1 - INTRODUCTION
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0.3 Abbrevations 0.4 Revision record 0.5 List of effective pages 0.6 Bulletin record L Limitations NP Normal Procedures SP Supplementary Procedures PART B VOLUME 2 FCOM 1 Airplane general, emergency equipment, doors, windows 2 Air system 3 Anti-ice, rain 4 Automatic flight 5 Communications 6 Electrical 7 Engines, APU 8 Fire protection 9 Flight controls 10 Flight instrument, display 11 Flight management, navigation 12 Fuel 13 Hydraulics 14 Landing gear 15 Warning system PART B VOLUME 3 QRH QA Quick action index ANN Annunciated index NC normal checklist CI Checklist introduction NNC Non Normal checklist MAN Maneuvers PI Performance inflight Index Index EVAC Evacuation Checklist 0.1.7.5.3 Part C: Route and Aerodrome Instructions and Information Manuals (RM) Part C is structured as follow 1 Long haul manual 2 Route and aerodrome instruction and information 3 weight and balance 4 operational flight plan explanation 5 Nat track and distance tables 6 Low visibility minima 7 Takeoff analysis This manual is prepared and amended by the NTO under the supervision of the Flight Operations Post Holder 0.1.7.5.4 Part D: Training Manual (TM) This part is produced, amended and published under the authority of the Crew Training Post-Holder, in co-ordination with the Flight Operations Post-Holder.
0.1 - INTRODUCTION
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It is designed for the use of persons appointed to give or supervise training and periodical tests and contains the information and instructions necessary to enable them to carry out their duties. It is issued on a personal basis to all Crew Members for the relevant part of interest. According to comparability and usability criteria of Operations Manuals specified at previous sub-paragraph 0.1.7.2., Air Italy O.M. Part D has been issued in accordance with EU-OPS 1 IEM 1.1045(c) with the following structure: 1 TRAINING SYLLABI AND CHECKING PROGRAMMES - GENERAL 2 TRAINING SYLLABI AND CHECKING 2.1 Flight Crew 2.2 Cabin Crew 2.3 Operations Personnel including Crew Members 2.4 Operations Personnel other than Crew Members 3 3.1 3.2 3.3 PROCEDURES Procedures for training and checking Procedures to be applied in the event that personnel do not achieve or maintain required standards Procedures to ensure that abnormal or emergency situations are not simulated during commercial air transportation flights
4 DOCUMENTATION AND STORAGE 0.1.7.5.5 Syllabi The syllabI are regulated by a secondary procedure and are comprehensive material for training and recurrent training studies. i) RVSM ii) LVO iii) CRM iv) MNPS v) B-RNAV 0.1.7.6 Terms & Abbreviations Explanations of terms and words needed for the use of Operations Manual are contained in Appendix A Terms & Abbreviations at the end of O.M. Part A. 0.1.7.7 Responsibility for Issuance and Distribution of the Operations Manual. Air Italy S.p.A. Operations Manual (OM) is issued under the responsibility of the Accountable Manager. Distribution of the Parts of the Operations Manual will be in accordance with the Distribution List designated by the Flight Operations Post-Holder. Each individual volume will be numbered and a Distribution List will be maintained as a record of the holders charged with the custody and amendment of each copy. The distribution of the O.M. is reported in the Distribution List; the manual are distributed in Electronic copy (CD or download from the Company intranet via the Octopus system or official website) to the crews and, until further implementations, in paper version to the Aircraft and relevant offices. Upon downloading the newest revision of the OM and signing off the appropriate checkbox in the Octopus system, all crew members acknowledge they have read and understood its contents before undertaking a flight and/or relevant activity, after their effective date. 0.1 - INTRODUCTION
Part Chapt. air italy Page Rev. 6 Air Italy has provided access to the Company intranet/Octopus system via the crew briefing rooms located in the various bases.
A 0.1 14 30 May 10 PCs placed in
0.1.8 Routes and areas of operation Air Italy S.p.A will ensure that operations are only conducted along such routes or within such areas, for which: (1) Ground facilities and services, including meteorological services, are provided which are adequate for the planned operation; (see OM Part A Ch 0) (2) The performance of the aeroplane intended to be used is adequate to comply with minimum flight altitude requirements; (see also OM Part A Ch 8.) (3) The equipment of the aeroplane intended to be used meets the minimum requirements for the planned operation; (see OM Part A Ch 0)Appropriate maps and charts are available; (see also OM Part A Ch 8) (4) Adequate aerodromes are available within the time/distance limitations; (see also OM Part A Ch 8) (5) An operator shall ensure that operations are conducted in accordance with any restriction on the routes or the areas of operation, imposed by the Authority.
0.1 - INTRODUCTION
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0.2 SYSTEM OF AMENDMENTS AND REVISIONS 0.2.1 Responsibility for issuance and insertion of Amendments /Revisions The O.M., or any necessary operational information, will be revised/issued as required by Regulations and Authorities in order to ensure that the instructions and information it contains are kept up to date. Air Italy S.p.A. will supply the Authority with intended O.M. revisions in advance of the effective date. When the revision concerns any part of the O.M. which must be approved in accordance with the regulations laid down on IEM OPS 1.1040 (Elements of the Operations Manual subject to approval), Air Italy S.p.A. will wait for this approval before the revision becomes effective unless immediate amendment is necessary in the interest of Safety. Revisions to the O.M. will be promulgated by the Air Italy library OPS under the responsibility and authority of the F.O.P.H.. Insertion of Amendments/Revision into Operations Manual distributed in offices and on board aircraft are F.O.P.H. responsibility. Insertion of Amendments/Revision into Operations Manual distributed to each Crew Member is a personal responsibility. The F.O.P.H. will be responsible of checking, trough periodic recurrent training and checks, Company Crew Members keep their O.M.s updated. Note: For OM Part B (FCOM/QRH) responsibility for updating remains with Boeing Co. except for normal procedures that are produced by the FOPH. The updating will come twice a year and Boeing Co. will inform Air Italy managers (AM, FOPH, CTPH, Fleet Mngr, FSM) via e-mail that the updating version is available in myboeingfleet account. In case of urgent modification needed a Service Bulletins will be produced by The Boeing co. and send to the Tech Dept. that is responsible to indoctrinate the FOPH 0.2.2 Amendment procedure Note. An amendment to any page, no matter how small the amendment is, will mean the reprint of the page and all sub-paragraphs if the amendment changes the total number of pages or its structure. The portion of the text which have been raised will be indicated by vertical marginal lines adjacent to the changes, the page will show the new date and revision number. Each Post Holder/Manager is responsible for the part/parts of OM of his competence according to the table below. OM Part OM Part A OM Part B OM Part C OM Part D OM Part A (1.3, 2.3 11) OM Part A (10) Responsible Post Holder/Manager FOPH FOPH NTO Manager CTPH FSM Security Manager
All proposed amendments (including temporary revisions) to the OM are to be approved by the responsible Post Holder, endorsed by the Quality and signed the Accountable Manager prior to submission to the National Authority. Once internally approved, the amendments will be submitted to the Authority for approval/acceptance. The list of the OM parts that need Authority approval is reported in the introduction to this manual. The Authority will approve the OM by directly signing the approval page and the LEP. 0.2 SYSTEM OF AMENDMENTS AND REVISIONS
Part A Chapt. 0.2 air italy Page 16 Rev. 6 30 May 10 These parts of the OM will be effective on the date stated on the approval letter. OPERATIONS MANUAL GENERAL BASIC 0 ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL The parts of the OM which dont need Authority approval will need to be notified to the Authority. Unless the Authority raises any objection within 30 days, these parts will be effective on the date stated on the respective pages. 0.2.3 Authority and Classification The following procedure of priority for the issue of amendments is to be strictly adhered to.
Priority 1.
Amendments of immediate operational significance affecting Safety of aircraft operations. This amendment comes before anything else. Its importance requires, in the first instance, immediate contact, either personal or by telephone or telex or fax, with all persons directly affected, followed by immediate publication of a FSOI and followed by the amendment.
Priority 2.
Amendments of operational significance affecting operational procedures that require amendment to them within 72 hours. The amendment comes before all amendments except Priority 1 and requires immediate publication of a GNFS or FSOI followed by the amendment. Flight Deck Crews who may not receive the amendments within 72 hours, and when the nature of the amendment affect the Safety of the operations, must be advised by telephone, telex or fax.
Priority 3.
Amendments of operational significance that require amendment to operational and administrative procedures within 7 days. This amendment may be preceded by a FSOI or GNFS at the discretion of the amending authority to give brief but explicit details of the pending amendment, to enable any required action to be taken by the recipient at an earlier stage.
Priority 4.
Amendments of operational significance on operational and administrative matters that require actions within 30 days. This amendment may be preceded by a FSOI or GNFS as for Priority 3. Note. For any amendment with priority from 1 to 3, a highlighted panel will be put in evidence at the reporting desk and/or at the FOPH secretary office. For priority 1 amendments, a register must be signed before a Crew Member start his duty and the Crew Member will be advised to report in advance to allow him to consult the amendment. If approved by the Authority, the issuance of the (content) of the amendment could be anticipated to Crews by use of E-mail or any equivalent mean of transmission. 0.2.4 Distribution Distribution will be in accordance with the distribution list kept by the FOPH Secretary. Record of valid FSOI and GNFS (hard copies) will be kept at the Flight Operations Office. 0.2.5 Distribution of Amendments and Revisions. Operations Manual Amendments and Revisions are distributed as expeditiously as possible. The task of distribution is assigned to Fleet Manager. under the responsibility of the F.O.P.H. Crew Members and Operations Personnel will normally receive this material via the personal e-Mail or download from the Company intranet via the Octopus system or official website. 0.2 SYSTEM OF AMENDMENTS AND REVISIONS
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Crew members must send confirmation of reception. A distribution list for the various parts of the O.M. is kept up to date by the Flight Operations Post-Holder through the depending sections. In case of detached personnel Amendment Priorities same procedure of 2.2.3.1 for FSOI will apply. (Initial paper issue is edited, than standard distribution procedure will apply) 0.2.6 Hand-written Revisions Hand-written amendments and revisions are not permitted except in situations requiring immediate amendments or revisions in the interest of Safety. 0.2.7 List of effective pages Each page of the Parts of the O.M. produced will carry a revision number and a List of effective pages will be provided in each Part, which will enable the user to check whether his part of the O.M. is up to date. 0.2.8 Temporary Revisions When it becomes necessary to change the O.M. at a very short notice or to effect changes limited to a defined period of time, a Temporary Revision (aka Rev. T) will be published either in the form of a revised re-print of the effected page on coloured paper (yellow) or by a circular issued by the appropriate Department. The page(s) affected shall be entered in the applicable Record of Temporary Revisions page. Temporary Revisions will be brought to the attention of the Authority immediately and, unless limited to a defined period of time, be followed by a normal amendment as soon as practicable. For Temporary Revisions, the effective date shall be established time by time and indicated in the transmittal communication/letter.
0.2 SYSTEM OF AMENDMENTS AND REVISIONS
OPERATIONS MANUAL
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1 ORGANISATION & RESPONSIBILITIES
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1.1 ORGANISATION AND RESPONSIBILITIES
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ORGANIZATION AND RESPONSIBILITYIES ....................................................................1 1.1 ORGANIZATIONAL STRUCTURE ...........................................................................1 1.1.1 Company Policy for Safety and Quality.................................................................1 1.1.2 Air Italy enforcement policy for operational disciplinary violation. .........................1 1.1.3 Departments .........................................................................................................2 1.1.4 Organigram ...........................................................................................................2 1.2 NOMINATED POST-HOLDERS................................................................................1 1.2.1 Post Holders names and contact ..........................................................................1 1.2.2 Post Holders functions ..........................................................................................1 1.2.3 Post Holders availability and Deputies ..................................................................2 1.2.4 Other Management Personnel ..............................................................................2 1.3 RESPONSIBILITIES AND DUTIES OF OPERATIONS MANGEMENT PERSONNEL ............................................................................................................1 1.3.1 General .................................................................................................................1 1.3.2 Accountable Manager (AM) ..................................................................................1 1.3.3 Flight Safety Manager ..........................................................................................2 1.3.4 Security Manager..................................................................................................3 1.3.5 Quality Manager....................................................................................................4 1.3.6 Maintenance Post Holder......................................................................................4 1.3.7 Other Maintenance Key Personnel. ......................................................................5 1.3.8 Flight Operations Post-Holder...............................................................................5 1.3.9 Crew Training Post-Holder..................................................................................10 1.3.10 Ground Operations Post-Holder........................................................................12 1.4 AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE COMMANDER.............1 1.4.1 Authority of the Commander .................................................................................1 1.4.2 Duties of the Commander .....................................................................................1 1.4.3 Responsibility of the Commander .........................................................................2 1.5 DUTIES AND RESPONSIBILITIES OF CREW MEMBERS OTHER THAN THE COMMANDER ..........................................................................................................1 1.5.1 General .................................................................................................................1 1.5.2 Duties and Responsibilities of the Co-Pilot. ..........................................................1 1.5.3 Duties and Responsibilities of the Cabin Crew .....................................................1
OPERATIONS MANUAL
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INDEX Organization and responsIbilityies .................................................................................. 1 1.1 organizational Structure .......................................................................................... 1 1.1.1 Company Policy for Safety and Quality ................................................................ 1 1.1.2 Air Italy enforcement policy for operational disciplinary violation. ......................... 1 1.1.3 Departments ......................................................................................................... 2 1.1.4 Organigram........................................................................................................... 2 1.1.4.1 General Company Organigram....................................................................... 2 1.1.4.2 Quality Department Organisation.................................................................... 3 1.1.4.3 Flight Operations Department Organisation ................................................ 4 1.1.4.4 Crew Training Department Organisation ........................................................ 5 1.1.4.5 Flight Safety Department Organisation........................................................... 6 1.1.4.6 Security Department Organisation.................................................................. 6 1.1.4.7 Ground Operations Department Organisation ................................................ 6 1.1.4.8 Maintenance Department Organisation ......................................................... 6
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OPERATIONS MANUAL
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ORGANIZATION AND RESPONSIBILITYIES 1.1 ORGANIZATIONAL STRUCTURE 1.1.1 Company Policy for Safety and Quality Air Italys primary goal is to achieve the highest level of operating Safety through a global compliance with the rules and regulation that create the companys Safety Management System (SMS). There are three fundamental requirements to successfully carry out this project: a systematic approach to Safety involving the entire Company; an effective and well organized Safety structure; a functional system designed to correctly evaluate and manage risk. The Accautable Managers personal responsibility is to guarantee a safe and healthy workplace to all Companys personnel. An accident caused by unnecessary risks is unacceptable as it represents an obstacle to the achievement of the Companys objectives. It is therefore expected from all Managers an everyday meticulous implementation of control and risk management procedures to safeguard and preserve all the Companys human resources and materials. It is also expected from all Companys staff a thorough and responsible implementation of all regulations and procedures concerning their activities, which will benefit especially from everybodys reciprocal assistance and good personal examples. An everyday positive cooperation between all departments strengthens the Companys policy in matters relating to integration and Safety. It is important that within Air Italy all professionals responsible for the high quality of the Companys performance should benefit from a constant interaction. Potential risk factors should be made recognizable and visible using all the instruments available in our Safety Management System (SMS). In particular: Incident and Event Reporting system; Flight Data Monitoring program (FDM); Trend Analysis and Risk Analysis. The Incident Reporting and Event Reporting systems are essential tools to promptly single out the blind spots of the Companys operating system. Their success depends strongly on the confidence of the Companys staff: only if personnel is not afraid of disciplinary measures when reporting mistakes that could have resulted in an accident or a dangerous event the system can have a chance to work properly. 1.1.2 Air Italy enforcement policy for operational disciplinary violation. Breaches of procedures or aviation regulations may occur for many different reasons, from a genuine misunderstanding of the regulations to disregard for aviation safety. It is Air Italy policy not to proceed with disciplinary sanctions following reports of mistakes. Disciplinary sanctions can be issued only when, in the event of serious and evident consequences, it has been proved that the correct procedure has been voluntarily neglected considering the level of responsibility, training and experience of every person involved. Naturally, there is a range of enforcement procedures in order to effectively address obligations in light of different circumstances. 1.1 ORGANISATION AND RESPONSIBILITIES
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1.1.3 Departments Air italy is structured into 7 departments/key personnel in accordance with EU-OPS 1 Quality Manager; Flight Operations Post Holder; Crew Training Post Holder; Maintenance Post Holder; Ground Operations Post Holder; Security Manager; Flight Safety Manager. 1.1.4 Organigram 1.1.4.1 General Company Organigram Note:The organization of each particular Department will be shown together with the description of the functions, responsibilities and activities of the Department itself.
ACCOUNTABLE MANAGER Giuseppe Gentile
ASSISTANT to C.E.O & ACCOUNTABLE MANAGER A. Silva Neto QUALITY ASSURANCE MANAGER C. Carnelli SECURITY MANAGER E. Cavallotti
CHIEF FINANCIAL AND COMMERCIAL OFFICER A. Notari FLT SAFETY MNGR E. Cavallotti
FLIGHT OPS. POST HOLDER G.Guzzinati
CREW TRAINING POST HOLDER M. Sanvicente
GROUND OPS. POST HOLDER F. Cesari
CAMO POST HOLDER V.Perotti
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1.1.4.2 Quality Department Organisation Each of the following personnel can be reachable H24 through the Air Italy OCC (at number +39/0331/211340/1) or at the telephone numbers reported below: Capt Giuseppe Gentile +39/340/5007810 Ing. C. Carnelli +39/340/9822031 Sig. Antenor Silva Neto +39/340/5007257 Quality Assurance Dept. +39/0331/211361
QUALITY MANAGER C. Carnelli
AUDITORS OPERATIONS C. Carnelli A. Silva Neto D. Barzaghini S. Furuli G. Alati E. Mollica
AUDITORS MAINTENANCE C. Carnelli D. Barzaghini S. Furuli A. Silva Neto A. Laurora
OPERATIONS MANUAL
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1.1.4.3 Flight Operations Department Organisation Each of the following personnel can be reachable H24 through the Air Italy OCC at the following telephone numbers: +39-0331-211340 +39-340-9822030
Flight Ops Post Holder G. Guzzinati Deputy: M. Sanvicente
Flight Safety Mgr E. Cavallotti Deputy: M. Sanvicente
Flt Ops Secretary T. Scarpanti E. Salsa
Fleet Mananger B-757/767 G. Beghelli
Fleet Mananger B-737 F. Bergante
Flight crew Commanders & Copilots
Cabin Crew Mngr C. Ceolin Deputy: M. Robeni
NTO P.Sala
OCC R. Orlandi Deputy: P.Zocchi
Crewing S. Castiglioni
IFS
Cabin Crew
CCD
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1.1.4.4 Crew Training Department Organisation Each of the following personnel can be reachable through the OCC at the following telephone numbers: Capt Giuseppe Gentile +39-340-5007468 Capt Graziano Guzzinati +39-348-1302742
Crew Training Post-Holder Deputy Capt. G. Guzzinati (B-757/767) Capt. M. Di Loreto (B-737)
Crew Training Post-Holder Capt. M. Sanvicente
TRE
TRI
SFE
SFI
GDI
CAA
PAA
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1.1.4.5 Flight Safety Department Organisation The Flight Safety Manager report directly to the Accountable Manager and only inform the Flight Operation Post Holder. Capt Giuseppe Gentile +39-340-5007810 Capt Graziano Guzzinati +39-348-1302742
Flight Ops Post Holder G.Guzzinati
Flight Safety Mgr E. Cavallotti
1.1.4.6 Security Department Organisation Note: Refer to Security Manual 1.1.4.7 Ground Operations Department Organisation Note: Refer to Ground Operations Manual (GOM) 1.1.4.8 Maintenance Department Organisation Note: Refer to Maintenance Manual
OPERATIONS MANUAL
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Index 1.2 Nominated Post-Holders ............................................................................................. 1 1.2.1 Post Holders names and contact .......................................................................... 1 1.2.2 Post Holders functions .......................................................................................... 1 1.2.3 Post Holders availability and Deputies .................................................................. 2 1.2.4 Other Management Personnel .............................................................................. 2
1.2 NOMINATED POST-HOLDERS
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1.2 NOMINATED POST-HOLDERS 1.2.1 Post Holders names and contact Post Holder names and contact can be found in the preceding section. 1.2.2 Post Holders functions The six main functions of the management are: determination of the Operators flight safety policy; allocation of responsibilities, duties and issuing instructions to individuals, sufficient for implementation of Operator Policy and the maintenance of safety standards; monitoring of flight safety standards; recording and analysis of any deviations from Operator standard and ensuring corrective action; evaluating the safety record of the Operator in order to avoid the development of undesirable trends; encouraging that operations are followed observing the security procedures as in chapter 10. 1.2.2.1 Post Holders Competence Nominated Postholders must satisfy the Authority that they possess the appropriate experience and licensing requirements which are listed below. In particular cases, and exceptionally, the Authority may accept a nomination which does not meet the requirements in full but, in this circumstance, the nominee should be able to demonstrate experience which the Authority will accept as being comparable and also the ability to perform effectively the functions associated with the post and with the scale of the operation. Nominated postholders should have: Practical experience and expertise in the application of aviation safety standards and safe operating practices; Comprehensive knowledge of EU-OPS and any associated requirements and procedures; The AOC holder's Operations Specifications Familiarity with Quality Systems Appropriate management experience in a comparable organisation; and Five years relevant work experience of which at least two years should be from the aeronautical industry in an appropriate position. Flight Operations. The nominated postholder or his deputy should hold a valid Flight Crew Licence appropriate to the type of operation conducted under the AOC in accordance with the following: If the AOC includes aeroplanes certificated for a minimum crew of 2 pilots - An Airline Transport Pilot's Licence issued or validated by a EU Member State Crew Training. The nominated postholder or his deputy should be a current Type Rating Instructor on a type/class operated under the AOC. Ground Operations. The nominated postholder should have a thorough knowledge of the AOC holders ground operations concept. Review annually the contents of the manuals under their responsibility against all the applicable requirements and procedures. Postholders must be full time employee or be employed for at least 35hr per week excluding vacations.
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1.2.2.2 Combination of nominated postholders responsibilities The acceptability of a single person holding several posts, possibly in combination with being the accountable manager as well, will depend upon the nature and scale of the Air Italy operation. The two main areas of concern are competence and an individuals capacity to meet his responsibilities. As regards competence in the different areas of responsibility, there should not be any difference from the requirements applicable to persons holding only one post. The capacity of an individual to meet his responsibilities will primarily be dependent upon the scale of the Air Italy operation in that particular moment. Normally circumstances, the responsibilities of a nominated postholder will rest with a single individual. However, in the area of ground operations, it may be acceptable for these responsibilities to be split, provided that the responsibilities of each individual concerned are clearly defined. However, is Air Italy policy to use the combination of nominated postholder for limited period, to cope with operational requirements, such as transition from one postholder to the new one. 1.2.3 Post Holders availability and Deputies Post Holders must be reachable at all times. Legal provisions prescribe that continuity of supervision in the absence of a nominated Post Holder must be ensured. The deputy substitutes the holder (as reported in OM Part A ch 1.3.8.3) in case of prolonged absence. Such a case the nominated Post-Holder must notify, in a written form, the name of the deputy and his finding, the presumed period of absence and his own finding for emergency reasons. Flight Operations and Crew training Post-Holder will cross-deputy to each other.
POST-HOLDER Flight Operations Post-Holder Crew Training Post-Holder Ground Operations Post-Holder Maintenance Post-Holder
DEPUTY Crew Training Post-Holder Deputy Crew Training Post Holder Station Manager Engineering Manager
One of this management personnel must always be available; their duties as substitute are limited to the ordinary administration. No changes to in force published procedure and publications or changes in personal duties are allowed. 1.2.4 Other Management Personnel Not applicable at the moment
OPERATIONS MANUAL
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Index 1.3 responsIbilities and duties of operations mangement personnel ........................1 1.3.1 General .................................................................................................................1 1.3.2 Accountable Manager (AM) ..................................................................................1 1.3.2.1 Duties and Responsibilities .............................................................................1 1.3.3 Flight Safety Manager ..........................................................................................2 1.3.3.1 Flight Safety Organization (FSO) ....................................................................2 1.3.3.1.1 Safety Action Group ..................................................................................3 1.3.3.1.2 Responsibility of the Safety Action Group .................................................3 1.3.3.2 Flight Safety Board..........................................................................................3 1.3.4 Security Manager..................................................................................................3 1.3.4.1 Deputy Security Manager................................................................................4 1.3.5 Quality Manager....................................................................................................4 1.3.6 Maintenance Post Holder......................................................................................4 1.3.6.1 Qualifications ..................................................................................................4 1.3.6.2 Responsibilities ...............................................................................................4 1.3.6.3 Activities..........................................................................................................4 1.3.6.4 Deputy Maintenance Post-Holder ..................................................................5 1.3.7 Other Maintenance Key Personnel. ......................................................................5 1.3.7.1 Maintenance Manager ....................................................................................5 1.3.8 Flight Operations Post-Holder...............................................................................5 1.3.8.1 Requirements..................................................................................................5 1.3.8.2 Duties and Responsibilities .............................................................................5 1.3.8.3 Deputy Flight Operations Post-Holder.............................................................7 1.3.8.4 Flight Operations Secretary ............................................................................7 1.3.8.5 Examiners (TRE/SFE/CAA) ............................................................................7 1.3.8.6 Operations Control Centre (OCC) ...................................................................7 1.3.8.6.1 Duties & Responsibilities of the OCC Manager.........................................8 1.3.8.7 Navigation Technical Operative Office (NTO) .................................................8 1.3.8.8 Rostering and Crewing....................................................................................8 1.3.8.8.1 Rostering Department ...............................................................................8 1.3.8.8.2 Crewing Department .................................................................................8 1.3.8.9 Fleet Managers and Deputies .........................................................................8 1.3.8.9.1 Requirements............................................................................................8 1.3.8.9.2 Duties and Responsibilities .......................................................................9 1.3.8.10 Flight Crew....................................................................................................9 1.3.8.11 Cabin Crew ...................................................................................................9 1.3.8.11.1 Cabin Crew Manager ..............................................................................9 1.3.8.12 Library .........................................................................................................10 1.3.9 Crew Training Post-Holder..................................................................................10 1.3.9.1 Requirements................................................................................................10 1.3.9.2 Duties and Responsibilities ...........................................................................11 1.3.9.3 Deputy Crew Training Post-Holder ...............................................................11 1.3.9.4 Training Secretary.........................................................................................12 1.3.9.5 Examiners (TRE/SFE/CAA) ..........................................................................12 1.3.9.6 Instructors (TRI/SFI/LTI/PAA) ......................................................................12 1.3.10 Ground Operations Post-Holder........................................................................12 1.3.10.1 Requirements..............................................................................................12 1.3.10.2 Duties and Responsibilities .........................................................................12 1.3 - RESPONSIBILITIES AND DUTIES OF OPERATIONS MANGEMENT PERSONNEL
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1.3.10.3 Ground Operations Department Organisation ............................................13 1.3.10.4 Deputy Ground Operations Post-Holder .....................................................13
1.3 - RESPONSIBILITIES AND DUTIES OF OPERATIONS MANGEMENT PERSONNEL
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GENERAL BASIC
A 1.3 1 15 Apr 10
1.3 RESPONSIBILITIES AND DUTIES OF OPERATIONS MANGEMENT PERSONNEL 1.3.1 General These terms of reference are not fully comprehensive but are intended to provide personnel with a general appreciation of the functions, duties and responsibilities of the various offices. Air Italy has a responsibility to ensure that all employees are made aware that they will comply with the laws, regulations and procedures of those States in which operations are conducted and which are pertinent to the performance of their duties and that all crews are familiar with the laws, regulations and procedures pertinent to the performance of their duties. Any Post-Holder or Management Personnel must ensure that services provided by other organisations meets the required standard. 1.3.2 Accountable Manager (AM) The Accountable Manager has corporate authority for ensuring that all operations and maintenance activities can be financed and carried out to the standard required by the Authority. 1.3.2.1 Duties and Responsibilities The Accountable Managers particular responsibilities are: for the quality system, including the frequency, format and structure of internal management evaluation activities; for researching corrective actions and ensuring, through the quality manager, that the corrective actions have re-established compliance with the standard required; for realising quality policy ; for implementing any flight-safety and security measures considered necessary in the light of current and desired status comparison; for the final selection and appointment of all Operations employees; for devising and recommending suitable pay scales for employees; for proposing a budget for the dependent Departments; for making the most effective use of all the Departments resources; for the management and supervision of administrative arrangements involved in the operation of the Operators aircraft; for obtaining and maintaining the necessary authorisations and licences required for the operation of the Operators aircraft; for liaison with Authorities to ensure that the Operators operations are in accordance with the authorisation issued to it; for ensuring that valid aviation insurance cover for the aircraft, crew, passengers and third parties is in effect while the Operators aircraft are operating; for overall responsibility for the following activities: a. Flight Operations; b. Maintenance System; c. Ground Operations; d. Administration and training of staff; e. Quality System. for ensuring that the Operators operations are of a high standard thereby enhancing the Operators image throughout the Operators area of operations; for promoting good relations, with and among, employees. 1.3 - RESPONSIBILITIES AND DUTIES OF OPERATIONS MANGEMENT PERSONNEL
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 1.3 2 15 Apr 10
1.3.3 Flight Safety Manager Qualifications: current ATPL, with a type rating on an Operator airplane. have relevant operational or maintenance experience have undertaken Safety Management and accident investigator training Command of English language. It is a person that has the respect of the staff from the shop floor up to the senior management, yet is able to be objective in the fulfillment of his Safety Management task. Responsibilities: To advise on Flight Safety matters regarding all operational and technical sectors. To inform of any breaches of safety issues within the Flight Department and to monitor that appropriate action is taken. To co-ordinate activities of the Flight Safety Board Verify that all the procedures (Technical/Operational), comply with the current EU and/or Company regulations , and that they are blended together with the current procedures that have already been adapted. To monitor that all procedures and documentation, in use or planned, are standardized and congruent. The safety manager must have clear responsibilities: Manage and propose the improvement of existing Flight Safety Procedures. The facilitation of hazard management and risk assessment Advice to managers on safety matters The Emergency Response plan Investigation of incidents and accidents and disciplinary hearings relating to safety issues. Dissemination of appropriate safety information Staff training in safety Control of safety documentation To ensure that the standard of operation required by law is maintained. To be Available to all Flight Crews for consultation in Safety matter. Facilitation of Flight Safety Board and Safety Action Group meetings To receive Captains Report related with safety matters. To suggest the Standard Operating Procedures, consulting the other branches of flight Department. Issue operational and technical-operational exhortations, in an organic and systematic way (SOP, internal communications or other), and coordinating them, however, with the involved offices in agreement with the Accountable Manager The Flight Safety Manager must have a direct reporting line, on safety matters, to the Accountable Manager. 1.3.3.1 Flight Safety Organization (FSO) The purpose of the Flight Safety Organization (FSO) is to contribute to the prevention of any type of accidents and incidents. It consists of the Flight Safety Board (FSB) and the Flight Safety Manager (FSM). The role of the Flight Safety Organization is to provide an independent advisory service to management by identifying and evaluating potential hazards to the Operator's operation 1.3 - RESPONSIBILITIES AND DUTIES OF OPERATIONS MANGEMENT PERSONNEL
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 1.3 3 30 May 10
and by ensuring that management is provided with sufficient information and advice on which to base its decisions with respect to the action required to eliminate these hazards in so far as this is possible. The FSO requires: A comprehensive corporate approach to safety, An effective organization for delivering safety, and Systems to achieve safety oversight, including: - Arrangements for the analysis of Flight Data. - Enhanced Safety Event/Issue Reports. - Air Safety Reports, Evaluation Forms and Confidential Reports - Internal Safety Incident Investigations leading to Remedial Action. - Effective Safety Data for Performance Analysis. - Arrangements for ongoing Safety Promotion. - Planned Safety Audit Reviews. - Periodic Review of the Flight Safety Procedures - Active Monitoring by Line Managers. 1.3.3.1.1 Safety Action Group Each relevant department has an established Safety Action Group as follows: Maintenance Organization, refer to CAMO manual Ground Operations: Accountable Manager, GOPH and Security Manager, Flight Operations: - FOPH, CTPH, TRTO Manger, Fleet Manger. 1.3.3.1.2 Responsibility of the Safety Action Group Each Safety Action Group is responsible for furnishing safety related reports to the FSO and to implement safety related recommendations issued by the FSO 1.3.3.2 Flight Safety Board Designated representatives from various areas of Air Italy compose the board. See chapter 2.3.6 for its composition. 1.3.4 Security Manager Qualifications: Suitable education at the management level Responsibilities: Advisor for the Accountable Manager on Security Matters; To develop and manage the Company Security Plan, according to EU-OPS and National Security Regulations (Piano Nazionale di Sicurezza); To inform of any breaches of Security within the Company and to monitor that appropriate action is taken. Activities: To propose the improvement of existing Security Procedures; To receive Air Safety Reports and Captains Reports related to Security issues; To be available to all personnel for consultation on security matters; On deputation of the Accountable Manager, issue communications concerning Security after proper coordination with the involved Post-Holders; To coordinate and supervise the Security Coordinator activity. 1.3 - RESPONSIBILITIES AND DUTIES OF OPERATIONS MANGEMENT PERSONNEL
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 1.3 4 30 May 10
The Security Manager reports to the Accountable Manager. 1.3.4.1 Deputy Security Manager Qualifications: Suitable education at the management level. Responsibilities: Advisor for the Security Manager on Security Matters; To coordinate the development and management of the Company Security Plan; To inform the Security Manager of any breaches of Security within the Company and to monitor that appropriate action is taken. Activities: To propose the improvement of existing Security Procedures; To receive Air Safety Reports and Captains Reports related to Security issues; To be available to all personnel for consultation on security matters; To take care of any inputs received by the Security Manager. 1.3.5 Quality Manager See Chapter 3, Quality System. 1.3.6 Maintenance Post Holder 1.3.6.1 Qualifications A background in Airline Operation. 1.3.6.2 Responsibilities The Maintenance Post Holder is responsible for: budget control and cost supervision of the Technical Department and of the Maintenance & Material Department of the Operators Maintenance Organisation; strategic planning and overall development of the Maintenance Organisation, in order to fully meet present and future requirements of the Operator; investigating all opportunities to optimise the efficiency of the Maintenance Organisation; establishing the scope of work of the Technical Department and of the Maintenance & Material Department , subject to ENAC approval; overall coordination of the activities of the Technical Department, Maintenance & Material Department. 1.3.6.3 Activities In respect of his responsibilities, and under delegation of the Accountable Manager, the Maintenance Post Holder has the following main duties: to elaborate, and submit to the AM for approval, the budgets of the Technical Department and of the Maintenance & Material Department, presenting them to the Accountable Manager for final approval; to negotiate, review and present to the Accountable Manager for approval, all contracts pertaining to the activities of the Technical Department and of the Maintenance & Material Department; to approve and arrange for all payments relevant to the activities of the Organisation, including the payment of fees due to ENAC;
OPERATIONS MANUAL
air italy

GENERAL BASIC
A 1.3 5 30 May 10
to accept the CAME and Maintenance Manuals and any further revision, for consistency with the needs of the Operator and for compatibility with the aims of the Group; to monitor the adequacy and effectiveness of all Departments.
The Maintenance Post Holder must be accepted by the Authority and reports directly to the Accountable Manager. For details, refer to Continuing Airworthiness Management Exposition (CAME) 1.3.6.4 Deputy Maintenance Post-Holder For detailed duties and responsibilities of the Deputy Maintenance PH refer to respectively to CAME manual. 1.3.7 Other Maintenance Key Personnel. 1.3.7.1 Maintenance Manager The Maintenance Manager is responsible to the Maintenance Post Holder Manager for all the duties assigned to the Technical Department regarding the maintenance of the fleet. The Maintenance Manager must be accepted by the Authority in accordance with EU and national regulations. For requirements, duties, responsibilities, deputizing and organization of the Maintenance Department, refer to Air Italy CAME. 1.3.8 Flight Operations Post-Holder The Flight Operations Post-Holder is responsible to the Accountable Manager for all the duties assigned to the Flight Operations Department. In order to meet the goals, the Flight Operations Post-Holder has been allowed by the Authority to utilise the internal organisation and the support of an external organisation. Even if Air Italy contracts external organisations to provide certain services, in accordance with EU-OPS 1.175, the responsibility for the proper operational standards are retained by the Operator and, in the present case, Flight Operations Post-Holder is tasked of ensuring that external suppliers regarding his duties meets the required standards. Flight Operation Post-Holder must be accepted by the Authority in accordance with EU and national regulations (OPV-9). 1.3.8.1 Requirements The Flight Operation Post-Holder must have: Italian nationality or European Community nationality with fluent Italian language, written and spoken; ATPL, even if not valid; at least 5 years as Commander in multi-engine and multi-pilot aircraft used for Commercial Air Transportation; significant experience as instructor and examiner; significant experience in management of flight operations; significant experience in airline enviroment. 1.3.8.2 Duties and Responsibilities The Flight Operations Post Holder is resposible for: 1.) ensuring the safety and security, and an efficient management of overall operation of Air Italy aircraft, with the exclusion of the commercial business, which is a Commercial Department duty. To this end he is the overall supervisor of the Flight Operations 1.3 - RESPONSIBILITIES AND DUTIES OF OPERATIONS MANGEMENT PERSONNEL
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 1.3 6 30 May 10
Department, implementing internal coordination within this Department to ensure that all aspects of operations affecting safety an security are examined during periodic meetings regarding line operations supervision, operational engineering and any other potential issue. For the same purpose he will maintain a continuous contact and coordination with the appropriate personnel in the Maintenance, Ground Operations, Security Departments and any other external organisation (including manufacturers) which could be potentially involved in safety and security issues; 2.) In particular he is responsible for the safe, legal and efficient running of Flight Operations. 3.) ensuring that the Air Italy Operations comply with National and International regulations and that the terms and conditions laid down in the granting of the Air Italy AOC are met and maintained; 4.) setting and maintaining operational and technical standards and procedures; 5.) setting, monitoring and controlling the operational standards of all aircraft types authorised under the AOC issued to Air Italy ; 6.) supporting the Accountable Manager in ensuring that adequate resources are available to meet Company and regulatory requirements; 7.) ensuring the regularity of administration, conduct, morale and standards of all aircrew and non aircrew flight operations personnel; 8.) publishing and editing Air Italys Operations Manual (OM); 9.) ensuring that Operations Manuals lay down a sound operational policy and clearly defined management structure showing areas of delegated responsibility; 10.) maintaining contact, in the Companys interest, with other Companies, Government Departments, and Civil Aviation Authorities; 11.) the designation of aircraft Commanders;. 12.) liaisoning with the Authoritys designated Inspectors to ensure that Air Italy operations are in accordance with the authorisation issued to it; 13.) the overall supervision of flight and route planning and briefing and the issuing, as required, of all general and specific weather minima; 14.) overseeing the maintenance of all records, including competency check, emergency and survival drill checks, crew recency and all necessary flight returns; 15.) taking all practicable steps to ensure that every flight is operated in accordance with the terms, conditions and limitations of Air Italys and aircraft owners relevant insurance policies; 16.) the selection and recruitment of flying and ground operations personnel; 17.) the periodic review of Aircrew and Operations staff establishments to ensure an adequate force of properly qualified personnel; 18.) maintaining the Flight and Cabin Crew flying and duty hours records, ensuring that no limits are exceeded and all restrictions are adhered to; 19.) ensuring that all authorisations necessary for flight activity have been obtained and are available and notified to the Commander; 20.) developing a management strategy in order to ensure most efficient usage of Crew and Ground Personnel assigned to the Flight Operations Department in accordance with the Regulation Authority; 21.) performing a continuous monitor of the communication network integrity; 22.) managing the storage of information data and its availability. 23.) ensuring that the contracts established with external suppliers for flight support services are agreed and signed in accord with EU-OPS and ENAC requirements and are subjects to periodic controls by the Quality Assurance System. 1.3 - RESPONSIBILITIES AND DUTIES OF OPERATIONS MANGEMENT PERSONNEL
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 1.3 7 30 May 10
24.) maintaining an updated list of all crew; the list is kept in electronic format by FOPH Sec. 25.) producing a report with operational events (delays, FDM exceedances, etc) analysis every 3 month for the Quarterly Reliability Meeting (QRM). 1.3.8.3 Deputy Flight Operations Post-Holder The Crew Training Post Holder is the deputy of the Flight Operations Post Holder. His duties and responsibilities are the same of the FOPH listed above except 8), 16), 17), 20) 22), 23). Point 4) and 5) are applicable only in order to maintain and not to set. 1.3.8.4 Flight Operations Secretary Flight Operations Secretary due to the small entity of the company is also Crew Training Post Holder Secretary. She is in charge to coordinate PHs activities with ENAC, records all the operational documents, store all the training records and monitor all the expiry date for the Crew. In addition shes responsible to distribute to the crew all the publications and collect the distribution list. Refer to FOPH secondary procedure for duties about all training records 1.3.8.5 Examiners (TRE/SFE/CAA) They are flying personnel (except for SFE) from internal or external organizations, in charge of checking crew. In this task they operate under the Flight Operations Post Holder authority. The job of a TRE (Type Rating Examiner), SFE (Synthetic Flight Examiner) or CAA (Cabin Crew Controller) is to perform, by appointment of the Authority, recurrent or extemporary proficiency checks to crewmembers (Flight and Cabin Crews respectively) both on ground and/or in flight in order to meet the operational requirement. They must carry out sufficient flying/synthetic flying/ground preparation duties as required to maintain a high standard of personal proficiency in order to be able to accurately assess the competency of the crew to be checked. 1.3.8.6 Operations Control Centre (OCC) Due to complexity of the Operations Control Centre tasks, a separate manual (OCC Manual) details procedures of the OCC. Here below is reported a briefly spot of the main tasks assigned. Operations Control Centre Manager or his deputy is responsible to the FOPH. Operations Control Centre Manager or his deputy and FOPH (or his Deputy) are the only ones authorised to take decision within Operations Control Centre. Operations Control Centre activities are mainly made by means of a computer programme which provide an help in the management of the operations. The aforementioned programme has been build up in accordance with national and EU/OPS regulations. The OCC principal task is to take suggest operational decisions to FOPH respectfully of safety, regularity and economics of the daily flight operations. In case of flight irregularities the OCC , under supervision of FOPH, is also responsible for re-organisation of aircraft movements to achieve the minimum loss of time and minimum interference to the schedule. It is the obligation of OCC personnel, in case of Crisis, to activate the Emergency Response Plan. Refer to ERP manual for the complete list of numbers and contacts to be called or notified. The OCC is also responsible, under supervision of FOPH, to organise active/passive subcharters within a limit of 72 hours. The OCC is organised to manage two principal tasks: 1.3 - RESPONSIBILITIES AND DUTIES OF OPERATIONS MANGEMENT PERSONNEL
OPERATIONS MANUAL
air italy
A 1.3 8 30 May 10
Movement Control Flight Dispatch The Head of the OCC is the OCC Manager. 1.3.8.6.1 Duties & Responsibilities of the OCC Manager Its responsibility of OCC Manager all the above action (1.3.8.6), for further detail refer to OCC manual. 1.3.8.7 Navigation Technical Operative Office (NTO) NTO will take care of: the Take Off Analysis, published and amended by EAG; the AERAD Documents, published and amended ; the Drift Down procedures (when applicable); the Route studies; the Data Base to be loaded on the aeroplane navigation systems; 1.3.8.8 Rostering and Crewing The Rostering and Crewing processes are accomplished in accordance with specific procedures and checklists outlined in separate documents (Secondary Procedures). 1.3.8.8.1 Rostering Department The main tasks assigned to the Rostering Department are outlined in the following list: the timely production of balanced roster for all aircrew in compliance with national (ENAC) and EU/OPS requirements; the programming in conjunction with the operational and training needs; the co-ordination and notification of all Crew leave; the recording of the relevant Flight and Cabin Crew statistics and analysis. 1.3.8.8.2 Crewing Department The Crewing Department is responsible for: the complete running, including the control, supervision and discipline of the aircrew schedules; the effective operation of the 24 hours crewing task, including liaison with Movement Control; the organisation of crew transports and hotel reservations (not including those necessary for initial training necessities); providing off-duty tickets for crew must-go; timely informing the FOPH of any discrepancy to the scheduled activities, suggesting possible solutions, in accordance with regulations; 1.3.8.9 Fleet Managers and Deputies 1.3.8.9.1 Requirements In accordance with Italian regulation (OPV-9A), the Fleet Manager must: be a flying Captain inside Air Italy relevant fleet; have at least 3 years of experience as Commander on Multi-Engine Aircraft; have significant experience as Instructor or Examiner on the same aircraft or similar aircraft if the aircraft type is new for Air Italy; have a proven background as staff member within Air Italy or similar organization; demonstrate competency and knowledge of rules concerning Italian Civil Aviation; demonstrate competency and knowledge of the present Air Italy Operations Manual.
OPERATIONS MANUAL
air italy
A 1.3 9 30 May 10
A Deputy is appointed to grant the continuity in the duties and responsibilities of the Fleet Manager. The Deputy Fleet Manager is the FOPH, and in his absence the CTPH, or a senior Air Italy Captain with experience in the appropriate fleet appointed as such. 1.3.8.9.2 Duties and Responsibilities To ensure the safety and security, and an efficient management of overall operations of the relevant fleet; In particular his responsibilities are: safe, legal and efficient operations of the relevant fleet; He will ensure that the relevant fleets operation comply with National and International regulations and that the terms and conditions laid down in the granting of the Air Italys AOC are met and maintained; Co-operate with the Flight Operations Post Holder in order to set and maintain operating standards and procedures of the relevant fleet; The overall supervision of flight and route planning and briefing and the issuing as required of all general and specific weather minima for the relevant fleet; Taking all practicable steps to ensure that every flight of the relevant fleet is operated in accordance with the terms, conditions and limitations of the Air Italy and aircraft owners relevant insurance policies. 1.3.8.10 Flight Crew Flight Crew are directly dependant by the Flight Operations Post-Holder when operating in accordance with duties assigned to the Flight Operations Post-Holder. When Flight Crew are not in the above condition, if they are through a training period, they report to the Crew Training Post-Holder. 1.3.8.11 Cabin Crew Cabin Crew are directly dependant by the Cabin Crew Manager when operating in accordance with duties assigned to the Flight Operations Post-Holder. When Cabin Crew are not in the above condition, if they are through a training period, they report to the Crew Training Post-Holder through the Cabin Crew Manager. 1.3.8.11.1 Cabin Crew Manager The Cabin Crew Manager is responsible to the FOPH for all the staff concerning Cabin Crew. A Requirements The Cabin Crew Manager must have at least 10 years flying experience as Senior Cabin Crew (CA1) and proven experience in Cabin Crew management. Duties and Responsibilities: Perform all duties reported below in accordance with ENAC, EASA and State regulations; establish and maintain a training program to optimize passenger services; ensure all staff maintains the highest standard of behavior when interacting with passengers and Tour Operators personnel; in compliance with criteria and guidelines with the FOPH: - control that Cabin Crew operations adhere with the standard procedures - perform (or delegate evaluators, instructors, line trainers or personnel in similar supervisory positions to perform this duty) periodic line evaluation or check, recorded on a checklist retained with other cabin crew qualification records;
OPERATIONS MANUAL
air italy
-
GENERAL BASIC
A 1.3 10 30 May 10
ensure all cabin staff maintains the highest standards of dressing, behavior required by the Operator; - propose cabin personnel for promotion or disciplinary action, or for a different operational employment; - ensure liaison with regulatory authorities, original equipment manufacturers and other operationally relevant external entities In coordination with the Library: - supervise the preparation, issue, amending and distribution of Cabin Crew Manual and of all other documents related to the cabin service and to the other connected activities; In coordination with CTPH: - arranging and supervising the required checking and testing of cabin crew competency in order to meet all regulations and Operator requirements in relation to flight safety, during normal and abnormal flight operations; - ensuring that all regulatory and Operator requirements in regard to cabin crew training are met; - make acceptance on behalf of the Operator of any training given to individual cabin crewmembers has having achieved the required standard and for the subsequent release of those crewmembers for duty; - propose the training needs of his area and collaborate in assessing a training course and related syllabus, to achieve the requested standards; - integrate cabin and flight deck procedures and training where such integration is necessary in the interests of safety, security and efficiency. support the Commercial Department for technical aspects, which is in charge to define the selection, organization, procurement and evaluation of catering ant to propose, select, provide and organize the catering and the other cabin provision; 1.3.8.12 Library Supervise the preparation, issue, amending and distribution of the Operations Manual and of all other documents related to the crew duties and to the other connected activities; Collect, distribute and verify the reception of all operational publication addressed to the operational staff. 1.3.9 Crew Training Post-Holder The Crew Training Post-Holder is responsible to the Accountable Manager for all the duties assigned to the Crew Training Department. Even if Crew Training Post Holder contracts with an external organisation in accordance with EU-OPS 1.175, the responsibility for the proper standards are retained by Air Italy. CTPH must be accepted by the Authority in accordance with JAA and national regulations (OPV9A). CTPH will be substitute by FOPH in case of his absence. 1.3.9.1 Requirements Crew Training Post Holder must: be a Commander, operating as Commander in Air Italy ; hold Italian nationality or European Community nationality with fluent Italian language, written and spoken; have flown at least 3 years as Commander in multi-engine and multi-pilot aircraft used for Commercial Air Transportation; 1.3 - RESPONSIBILITIES AND DUTIES OF OPERATIONS MANGEMENT PERSONNEL
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 1.3 11 30 May 10
have significant experience as instructor and examiner; have significant experience in training matters; have significant experience inside airline environment. 1.3.9.2 Duties and Responsibilities To provide and manage all training facilities so as to satisfy the Civil Aviation Authority (ENAC) and Company requirements; To ensure the provision/development of safety and security procedures, conversion, recurrent for all Flight and Cabin Crew; To prepare all training syllabi and routine licensing and testing of Flight and Cabin Crew, ensuring that they comply with the ENAC training requirement for the maintenance of training and testing records; For liaison with ENAC in all matters pertaining to training whether mandatory or not; To ensure the correct training is given to Flight and Cabin Crew within the Company in accordance with operational standards and Statutory Legislation including Safety and Survival training; The updating and amendment of the Training Manual in accordance with ENAC and Air Italy requirements; To prepare all aeronautical training syllabi and testing of Ground Personnel; Additional Responsibilities In addition to the duty and responsibility as Crew Training Post-Holder, in co-ordination with Flight Operations Post Holder, he is responsible for: recommendations for simulator availability, effectively and cost; the training and regular checking of all categories of training examiner Captains; determining and arranging the content of courses for any new aircraft types or equipment the Company may decide to operate; as applicable, all aspects of All Weather, ETOPS, CRM, RVSM, B-RNAV training; completing the training review process and implementing the necessary changes; monitoring training progress, determining individual training needs and issuing the appropriate certificate on completion of training; developing training policy, standards and the more cost effective training methods; maintaining of training and testing records; the provision of additional training facilities for other operators; the provision of additional training for Crew who fail to meet and maintain the required proficiency standards; ensuring that Crew conversion, command, refresher and recurrent training programmes are completed according to agreed schedules; establishing the training, re-training and recurrent training policy for Flight Crew. Note: Any Crew or Ground personnel, when acting in a role of training, are under the authority of Crew Training Post-Holder. 1.3.9.3 Deputy Crew Training Post-Holder The Flight Operations Post Holder is the deputy of the Crew training Post Holder. When acting on behalf of the Post Holder Crew Training, the Deputy has the duties of: - maintaining the documentation relative to training matters; - supervise the progress of individual student; - taking part to teaching process as far as the subjects are of his own competence. Furthermore the Deputy has to report as soon as practical to Post Holder Crew Training about decision taken during Post Holder Crew Training absence. 1.3 - RESPONSIBILITIES AND DUTIES OF OPERATIONS MANGEMENT PERSONNEL
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 1.3 12 30 May 10
1.3.9.4 Training Secretary This service is provided by an internal and external organisation. The main duties assigned are: To carry out Secretary activities; To take care of the logistic courses aspects; To collect training data activities of the Crew Training Department, and of the single trainee/teacher; To update the administration and the budget of the Crew Training Department. Those duties are performed by the Flight Operations Secretary 1.3.9.5 Examiners (TRE/SFE/CAA) For some kind of training activity TRE, SFE and CAA operate under control of the Crew Training Post Holder. For definitions of details concerning TRE, SFE and CAA, see O.M. Part A, paragraph 1.3.8.5 1.3.9.6 Instructors (TRI/SFI/LTI/PAA) They are flying personnel from internal or external organizations, in charge of instructing Crew. In this task they operate under the Crew Training Post Holder authority. The main duties assigned to them areas follows. The job of a TRI (Type Rating Instructor) / SFI (Synthetic Flight Instructor) / LTI (Line Training Instructor-Captain) or PAA (Cabin Crew Instructor) is to instruct, by appointment of the Authority, Crewmembers (Flight and Cabin Crews respectively) both on ground and/or in flight in order to meet the operational requirements. They must carry out sufficient flying / synthetic flying ground preparation duties as required to maintain a high standard of personal proficiency in order to be able to accurately assess the competency of the Crew to be instructed. 1.3.10 Ground Operations Post-Holder The Ground Operations Post-Holder is responsible to the Accountable Manager for all the duties assigned to the Ground Operations Department. GOPH must be accepted by the Authority in accordance with JAA and national regulations. 1.3.10.1 Requirements Ground Operations Post-Holder must have a proven competency in civil aviation, which means technical qualification and managerial experience acceptable to the Authority. 1.3.10.2 Duties and Responsibilities The Ground Operations Post-Holder is primarily responsible for the safe and efficient management of the ground operations (ramp operations). In particular his responsibilities are: the supervision and training as necessary of the Operators ground handling agents in the preparation of flight documentation; the initial and subsequent training as required of the Operators Ground Operations personnel and their release for duty following recruitment; the preparation of General Declarations and the ensuring of compliance with the health regulations of any ports the Operator aircraft are scheduled to visit; ensuring that the aircraft carries an adequate supply of immigration and customs declaration forms for all countries; 1.3 - RESPONSIBILITIES AND DUTIES OF OPERATIONS MANGEMENT PERSONNEL
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 1.3 13 30 May 10
liaison in all aspects of the dispatch of the aircraft with the Operators ground handling agents; overseeing the completion of the actions and requirements listed in the Ground Operation Manual prior to each aircraft departure; the preparation, publication and amendment of the Air Italy Ground Operation Manual (GOM); inspecting stations as necessary to check on effectiveness of standards regarding the load, weight and balance, and ramp procedures; ensuring all Ground Safety and Security procedures are effectively implemented and continuously updated and control ramp safety; to investigate all reports of deviation from Standard Procedures and take necessary actions (i.e. Voyage Reports); to establish policy and associated standards for passenger and airport handling performance and maintenance; to supervise the load Control procedures in respect of carriage of special load i.e. live animals, wheel chairs, etc.; to perform a continuous monitor of the communication network integrity; to manage the storage of the information data and their availability. In his absence the Deputy Ground Operations Post-Holder will deputise for him. 1.3.10.3 Ground Operations Department Organisation For details regarding the Ground Operations Department Organisation, refer to the Ground Operations Manual. 1.3.10.4 Deputy Ground Operations Post-Holder For detailed duties and responsibilities of the Deputy GOPH refer to respectively to Ground Operations Manual.
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 1.3 14 30 May 10
OPERATIONS MANUAL
air italy

Index
A 1.4 i 15 Apr 10
1.4 Authority, Duties and Responsibilities of the Commander .......................................... 1 1.4.1 Authority of the Commander ................................................................................. 1 1.4.2 Duties of the Commander ..................................................................................... 1 1.4.3 Responsibility of the Commander ......................................................................... 2
1.4 - AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE COMMANDER
OPERATIONS MANUAL
air italy
A 1.4 ii 15 Apr 10
1.4 - AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE COMMANDER
OPERATIONS MANUAL
air italy
A 1.4 1 30 May 10
1.4 AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE COMMANDER 1.4.1 Authority of the Commander The authority of the Commander comes from two sources: the Italian laws and the delegated authority to the Commander by Air Italy. In the following paragraphs the prerogatives of the Commander are reported according to Italian legislation and in compliance with international treaties. The Commander of an aircraft is a legal person entrusted by the State with public functions and private representative powers, he is liable for facts and acts that can take place on board the aircraft of which he is in charge. The Commander has two legal entities: public and private. Public entity: he represents the State as a public safety officer and as a state officer; he is appointed to prevent/repress crime that can take place on board and to certify relevant events (births, deaths, weddings, etc.). This way he gives legal certainty to the rights of the involved subjects and ensures the presence of the State in the travelling community. Private entity: he is the representative of the company, to which he is connected by a working relationship (a signed contract) and as a consequence he is obliged to perform his duties as clearly required by the company through regular company communication. 1.4.2 Duties of the Commander The Commander must be able to: be head of the whole crew and therefore manage the whole flight; make appropriate decisions and enforce them; satisfy all requirements of the general standard of performance, under the stress of assuming complete responsibility for the flight; plan a flight according to the relevant regulations; fly the aeroplane safely during all phases of normal and abnormal situations according to relevant regulations and with due consideration of passenger comfort, punctuality and economy; be fully conversant with the operation of all aeroplane systems under all conditions defined in the technical manuals; handle the specific duties, which may arise during partial augmentation with an additional Commander; support the active crew during partial and full augmentation; monitor the activities of the Co-Pilot according to the closed loop principle and draw his attention to possible mistakes; reliably fulfil the duties of the Pilot Monitoring when the Co-Pilot is flying the aeroplane; terminate a flight in case of Co-Pilot's incapacitation; guide, train and qualify the Co-Pilot undergoing training; represent the Operator adequately towards passengers and, where necessary, Authorities, thereby displaying a high level of a customer oriented attitude; know and apply all procedures and regulations expediently and economically according to the relevant documents for normal and abnormal operations as well as in case of an emergency; be aware of the high level of exposure towards the passengers and therefore display the highest possible degree of customer oriented behaviour and knowledge of himself, and promote this attitude in the entire crew; instruct all crewmembers and give them fullest benefit of his experience; 1.4 - AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE COMMANDER
OPERATIONS MANUAL
air italy
A 1.4 2 30 May 10
understand the duties of the cabin crewmembers to an extend enabling him to make the respective decisions; make routine and non routine announcements; The Commander shall: be responsible for the safety of all crew members, passengers and cargo on board, as soon as he arrives on board, until he leaves the aeroplane at the end of the flight; be responsible for the operation and safety of the aeroplane from the moment the aeroplane is first ready to move for the purpose of taxiing prior to take-off until the moment it finally comes to rest at the end of the flight and the engine(s) used as primary propulsion units are shut down; have authority to give all commands he deems necessary for the purpose of securing the safety of the airplane and of persons or property carried therein; have authority to disembark any person, or any part of the cargo, which, in his opinion, may represent a potential hazard to the safety of the airplane or its occupants; not allow a person to be carried in the aeroplane who appears to be under the influence of alcohol or drugs to the extent that the safety of the aeroplane or its occupants is likely to be endangered; have the right to refuse transportation of inadmissible passengers, deportees or persons in custody if their carriage poses any risk to the safety of the aeroplane or its occupants; ensure that all passengers are briefed on the location of emergency exits and the location and use of relevant safety and emergency equipment; ensure that all operational procedures and checklists are complied in accordance with the Operations Manual; not permit any crewmember to perform any activity during take-off, initial climb, final approach and landing except those duties required for the safe operation of the airplane; Not permit: (i) A flight data recorder to be disabled, switched off or erased during flight nor permit recorded data to be erased after flight in the event of an accident or an incident subject to mandatory reporting; (ii) A cockpit voice recorder to be disabled or switched off during flight unless he believes that the recorded data, which otherwise would be erased automatically, should be preserved for incident or accident investigation nor permit recorded data to be manually erased during or after flight in the event of an accident or an incident subject to mandatory reporting; Decide whether or not to accept an airplane with unserviceabilities allowed by the Configuration Deviation List (CDL) or Minimum Equipment List (MEL); and Ensure that the pre-flight inspection has been carried out, including the security tasks as in Chapter 10. Note: The commander or the pilot to whom conduct of the flight has been delegated shall, in an emergency situation that requires immediate decision and action, take any action he considers necessary under the circumstances. In such cases he may deviate from rules, operational procedures and methods in the interest of safety. 1.4.3 Responsibilities of the Commander The responsibilities of the Commander are contained in many documents, but they are well expressed in Chapter III of the Tokyo Convention, accepted by the Italian Parliament on December 4th 1969. Refer to paragraph 10.1.2.1 in this manual for the entire text of the Convention. 1.4 - AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE COMMANDER
OPERATIONS MANUAL
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GENERAL BASIC
A 1.5 i 15 Apr 10
Index 1.5 Duties and Responsibilities of Crew Members other than the Commander......1 1.5.1 General ...............................................................................................................1 1.5.2 Duties and Responsibilities of the Co-Pilot. ........................................................1 1.5.3 Duties and Responsibilities of the Cabin Crew ...................................................2 1.5.3.1 Senior Cabin Crew (CA1)..............................................................................2 1.5.3.2 Cabin Crew (CA)...........................................................................................3
1.5 - DUTIES AND RESPONSIBILITIES OF CREWMEMBERS OTHER THAN THE COMMANDER
OPERATIONS MANUAL
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GENERAL BASIC
A 1.5 ii 15 Apr 10
OPERATIONS MANUAL
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GENERAL BASIC
A 1.5 1 15 Apr 10
1.5 DUTIES AND RESPONSIBILITIES OF CREW MEMBERS OTHER THAN THE COMMANDER 1.5.1 General A crew member shall be responsible for the proper execution of his duties that: Are related to the safety of the aeroplane and its occupants; Are specified in the instructions and procedures laid down in the Operational Manual. All crewmembers will obey all lawful commands given by the commander for the purpose of securing the safety of the aeroplane and of persons or property carried therein. A crew member shall: Report to the commander any fault, failure, malfunction or defect which he believes may affect the airworthiness or safe operation of the aeroplane including emergency systems; Report to the commander any incident that endangered, or could have endangered, the safety of operation; Make use of the occurrence reporting scheme (Air Safety Report) in accordance with OM Part A Ch 11. In such cases, a copy of the report(s) must be communicated to the commander concerned (the report it is not mandatory if the commander or other crewmember already reported the same occurrence. 1.5.2 Duties and Responsibilities of the Co-Pilot. The Co-Pilot must be able to: support the Commander as a team member in all matters and act as his deputy whenever necessary; plan a flight according to the relevant regulations; fly the aeroplane safely within the operation envelope during all phases of normal operations, according to relevant regulations and with due consideration to passenger comfort, punctuality and economy; fly and land the aeroplane safely under aggravated conditions or with technical malfunctions, e.g: execute a one engine-out precision or non-precision approach and landing or missed approach; handle the specific duties, which may arise during partial augmentation with additional Flight Crew members (the specific duties are stipulated in the aeroplane type specific training syllabus); reliably fulfil the duties of the Pilot Monitoring (PM) when the Commander (or Pilot-InCommand, PIC) is flying the aeroplane; monitor the Pilot-In-Command activities according to the closed loop principle and draw his attention to possible mistakes; terminate a flight in case of Commander's incapacitation; know the application of all documentation required pre-flight and in-flight, including that regarding security. apply all procedures and regulations according to the relevant documents for normal and abnormal operations; co-operate with all crewmembers; perform the administrative duties assigned to him reliably and independently; understand the duties of the cabin crewmembers; develop and maintain skill and knowledge for a customer oriented attitude; 1.5 - DUTIES AND RESPONSIBILITIES OF CREWMEMBERS OTHER THAN THE COMMANDER
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be fully conversant with the operation of all aeroplane systems under all conditions defined in the technical manuals; have sufficient language knowledge for routine and non-routine announcements; know the critical limits of the aeroplane and its systems.
1.5.3 Duties and Responsibilities of the Cabin Crew 1.5.3.1 Senior Cabin Crew (CA1) The Senior Cabin Crew Member (CA1) is responsible to the Commander for the efficient running of the cabin service and for the conduct and co-ordination of cabin safety and emergency procedures in accordance with Air Italy policy. In the event of an emergency, he is responsible to the Commander for putting into effect the relevant procedures and emergency drills as laid down in the applicable Booklets. Like all Cabin Crew members on duty and also off duty when away from home base, the CA1 is subordinated to the Commander. The CA1 takes orders directly from the Commander or his delegate. He acts as chief of the Cabin Crew and has authority over all Cabin Crew members on duty regardless of the seniority. Off-duty, he has authority over all Cabin Crew only in absence of the Commander and his delegate. The CA1 is responsible for the good quality of the in-flight product in accordance with the marketing concept. CA1 is individually responsible for ensuring that his Cabin Crew certificates, medical, passports, visas Cabin Crew Manuals, Booklets are up to speed. In addition to this, the CA1 must: Check if the Cabin Crew is complete before commencing flight duty; Assign particular duties and responsibilities to all Cabin Crew members; Brief the Cabin Crew before each flight; Be responsible for maintaining good discipline of all Cabin Crew members while on duty; Be responsible for observing the safety and security regulations in the cabin, drawing special attention on completion of his security duties; Be responsible for emergency preparations according to the Commander or special instructions; Report all technical irregularities in the cabin to the Flight Crew; Handle all operational cabin irregularities in co-ordination with the Commander; Act as speaker for all duty matters pertaining to the Cabin Crew; Ensure the orderly hand-over of aeroplane to the new Cabin Crew taking over at transit station (if applicable); Ensure that the necessary documents are maintained and processed as laid down in the respective regulations; Report any important incidents or irregularities occurring during the flight to the appropriate to the Commander of the flight. Reports about matters of mutual interest shall be co-ordinated between the Senior Cabin Crew and the Commander as to which action will be taken; Handle the Company and diplomatic mail; Fill out evaluation reports on cabin crew performance during line operations and all other required form. Instructions regarding this duty are reported in a specific Secondary Procedure.
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 1.5 3 30 May 10
1.5.3.2 Cabin Crew (CA) All cabin crew will take all reasonable steps to ensure the safety, the security and well being of passengers in both normal and emergency circumstances. Cabin Crew members are individually responsible for ensuring that their Cabin Crew certificates, medical, passports, visas Cabin Crew Manuals, Booklets are up to speed. Cabin Crew members support the Commander in the maintenance of a proper standard of crew discipline, conduct and personal appearance. In addition to this, Cabin Crew must: carry out a proper in-flight preparation before taking over a flight; take active part in the briefing; act according to his duties and working position within the entire Cabin Crew; be responsible for the assigned duty; do the very best to fulfil the aim of always being better than other airlines; show willingness to serve; approach the customer in a winning manner; carry out the sales on board; keep his knowledge up to date by studying all pubs concerned; have a good basic and supplemental training background; freely communicate in English.
OPERATIONS MANUAL
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GENERAL BASIC
A 1.5 4 30 May 10
OPERATIONS MANUAL
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GENER BASIC 2 OPERATIONAL CONTROL & SUPERVISION Index
A 2.0 1 30 May 10
2 OPERATIONAL CONTROL AND SUPERVISION........................................................... 1 2.1 Supervision of the Operation by the Operator ....................................................... 1 2.1.1 Policies .................................................................................................................1 2.1.2 Licence and Qualification Validity ......................................................................... 2 2.1.3 Control, Analysis and Storage of Records, Flight Documents, Additional Information and Data ............................................................................................ 2 2.1.4 Preservation of documentation ............................................................................. 2 2.1.5 Documents Storage Periods................................................................................. 3 2.1.6 Flight, Duty and Rest Time Records (Flight Crew and Cabin Crew) ..................... 4 2.1.7 Ground Personnel Documents ............................................................................. 4 2.1.8 Other records........................................................................................................ 4 2.1.9 Production of documentation and records ............................................................ 5 2.2 SYSTEM OF PROMULGATION OF ADDITIONAL OPERATIONAL INSTRUCTIONS AND INFORMATION ................................................................... 1 2.2.1 Purpose ................................................................................................................ 1 2.2.2 Authority and Classification .................................................................................. 1 2.2.3 Distribution............................................................................................................ 1 2.2.4 Review.................................................................................................................. 2 2.3 ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME ............................... 1 2.3.1 Purposes .............................................................................................................. 1 2.3.2 Responsibility ....................................................................................................... 1 2.3.3 CRM and Human Factors ..................................................................................... 1 2.3.4 Accident Prevention Items .................................................................................... 2 2.3.5 Flight Safety Manager........................................................................................... 2 2.3.6 The Flight Safety Board (FSB) and Accident Prevention Adviser Team (APAT) .. 3 2.3.7 Flight Safety Procedure ........................................................................................ 5 2.3.8 Appendix............................................................................................................. 10 2.3.9 Voluntary Safety Report...................................................................................... 16 2.3.10 Line Oriented Safety Audit (LOSA) ................................................................... 17 2.4 OPERATIONAL CONTROL....................................................................................... 1 2.4.1 Definition...............................................................................................................1 2.4.2 Designated Manager ............................................................................................1 2.4.3 The Commander................................................................................................... 1 2.4.4 Company messages ............................................................................................ 1 2.5 POWERS OF AUTHORITY........................................................................................ 1 2.5.1 Powers of the Commander. .................................................................................. 1 2.5.2 Powers of Authority other than the Commander. .................................................. 1
OPERATIONS MANUAL
air italy
GENER BASIC 2 OPERATIONAL CONTROL & SUPERVISION
A 2.0 2 30 May 10
OPERATIONS MANUAL
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GENERAL BASIC 2 OPERATIONAL CONTROL & SUPERVISION
A 2.1 i 15 Apr 10
Index 2 Operational control and supervision ................................................................................. 1 2.1 Supervision of the Operation by the Operator ............................................................ 1 2.1.1 Policies.................................................................................................................. 1 2.1.2 Licence and Qualification Validity ......................................................................... 2 2.1.2.1 Duties of Personnel......................................................................................... 2 2.1.2.2 Competence of Operations Personnel............................................................ 2 2.1.3 Control, Analysis and Storage of Records, Flight Documents, Additional Information and Data ..................................................................................................... 2 2.1.4 Preservation of documentation ............................................................................. 2 2.1.5 Documents Storage Periods ................................................................................. 3 2.1.5.1 Flight Information retained on ground ............................................................. 3 2.1.5.1.1 Flight Document Storage Period............................................................... 3 2.1.5.1.2 Flight Reports Storage Periods................................................................. 3 2.1.6 Flight, Duty and Rest Time Records (Flight Crew and Cabin Crew)..................... 4 2.1.6.1 Documents Storage Periods for Flight Crew Records .................................... 4 2.1.6.2 Documents Storage Periods of Cabin Crew Records..................................... 4 2.1.7 Ground Personnel Documents.............................................................................. 4 2.1.8 Other records ........................................................................................................ 4 2.1.9 Production of documentation and records ............................................................ 5
2.1 - SUPERVISION OF THE OPERATION BY THE OPERATOR
OPERATIONS MANUAL
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A 2.1 ii 15 Apr 10
OPERATIONS MANUAL
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A 2.1 1 15 Apr 10
2 OPERATIONAL CONTROL AND SUPERVISION Air Italy organization and management are suitable and properly matched to the scale and the scope of operations; procedures for the supervision of the operations have been defined and are reported in this chapter. 2.1 Supervision of The Operation by the Operator Responsibility for the safety of the operation remains at all times with line management. The responsibilities of the individual managers involved are as outlined in Chapter 1 and they are expected to be especially vigorous in their supervision of all those aspects of the Operator's operation which impinge on safety. Managers who are also involved in flying duties must arrange their rosters so that an adequate amount of time can be spent on their ground duties. All operations personnel is properly instructed, up-dated and tested. It is operator policy that safety shall always have first priority. Depending on actual situation and with due regard to the seriousness of possible consequences, Comfort; Punctuality; Economy; (in the above order of priority) must be weighed carefully against each other. It must be clearly understood that policies in the O.M. Part A (i.e. fuel policy) reflect minimum requirement in the interest of safe operations. The Commander may at all times apply a policy in a more restrictive sense if the prevailing circumstances so require or he deems a higher safely standard justified in a specific situation. Without reducing the authority of the Commander as stated by law, all Air Italy flight personnel are subject to Air Italy air orders and regulations and to disciplinary action in case of violations and irregularities. 2.1.1 Policies Air Italy regulations are based on compulsory international, national and local regulations and they are used for planning and executing of all company flights. Should it be observed that company regulations, by inadvertence, violate official rules and regulations, the latter shall be followed and the discrepancy must be reported. All general company policies and procedures for flight operations which are permanent are contained in the O.M. , part A. Policies and procedures which are valid only in certain countries, areas or route are published in the respective O.M., part C and supplement the regulations in O.M., part A. Under routine conditions, strict compliance must be achieved with all policies, rules, regulations and procedures laid down in the Operations Manual. It must be kept in mind that: No regulation can be a substitute for awareness; Nothing in the manual, however carefully outlined and precisely adhered to, can replace the exercise of good judgement and the application of conservative operating practices if conditions dictate. For emergency situations, all instructions are guiding principles: it is the Commanders authority to apply them when and as far as the situation permits. The commander or the pilot to whom conduct of the flight has been delegated shall, in an emergency situation that requires immediate decision and action, take any action he considers necessary under the circumstances. 2.1 - SUPERVISION OF THE OPERATION BY THE OPERATOR
OPERATIONS MANUAL
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A 2.1 2 15 Apr 10
In such cases he may deviate from rules, operational procedures and methods in the interest of safety. No exceptional situation, however, or emergency should be constructed to divert from the manual instructions, unless the situation at hand is not regulated by procedures, or leaves no time to apply them. Flight conditions may necessitate the Commanders temporary disregard of instructions in favour of the exercise of his authority, for the sake of safety, according to his own momentary judgement. 2.1.2 Licence and Qualification Validity The supervision of the qualifications of personnel and the maintenance of adequate records is essential. 2.1.2.1 Duties of Personnel It is the individual responsibility of crewmembers to ensure that their licences, ratings, medical certificates, passport, visas and other required documents, are valid. This does not remove all responsibility from the Operator. 2.1.2.2 Competence of Operations Personnel The Flight Operation Post-Holder is responsible to maintain a system to control the currency and validity of licences and the provision of the required statutory proficiency training. By close liaison with the Crew Training Post-Holder he will arrange that all such training and checking is restored in a timely fashion with minimum disruptions to the schedule. 2.1.3 Control, Analysis and Storage of Records, Flight Documents, Additional Information and Data The Accountable Manager through his staff is charged with the control and maintenance of all records, flight documents and data for the period laid down in each case by law. The analysis of such records is a central and essential part of the Operator's ongoing internal safety audit. Checks will also be made to establish that all documents such as flight plans, load sheets, etc. are being completed correctly and in a proper manner. Whenever documents are missing or discrepancies and/or irregularities are found, an appropriate report shall be forwarded to the Flight Operations Post-Holder and to the pilot who has been acting as Commander of that flight. 2.1.4 Preservation of documentation Air Italy can ensure that: (1) Any original documentation, or copies thereof, that he is required to preserve is preserved for the required retention period even if he ceases to be the operator of the aeroplane; and (2) Where a crewmember, in respect of whom an operator has kept a record in accordance with Flight Duty Time Limitation and Rest Requirements, becomes a crewmember for another operator, that record is made available to the new operator. (3) For each AEY flight a Flight Documentation Envelope is produced and, after having been filled by the flight crew is returned to AEY OCC, who is in charge for opening the flight envelopes and collecting hard copies of the required items (see OM part A 2.1.3 to 2.1.5.1.1). In particular, they collect CFPs, L&T sheets and VDR divided by Date, Fleet and Leg. These items are to electronically processed by NTO. (4) After a period of not earlier than four (4) years the electronic file can be deleted.
OPERATIONS MANUAL
air italy
A 2.1 3 30 May 10
2.1.5 Documents Storage Periods Here below are reported the storage periods of the documents concerning the flight operations. 2.1.5.1 Flight Information retained on ground Air Italy has defined a procedure in order to ensure that: At least for the duration of each flight or series of flights; i. Information relevant to the flight and appropriate for the type of operation is preserved on the ground; and ii. The information is retained until it has been duplicated at the place at which it will be stored or, if this is impracticable, The information referred to in subparagraph above includes: i. A copy of the operational flight plan - OFP; ii. Copies of the relevant part(s) of the aeroplane technical log; iii. Route specific NOTAM documentation if specifically edited by Air Italy or Air Italy Contractors; iv. Mass and balance documentation; v. Special loads notification. 2.1.5.1.1 Flight Document Storage Period Documents used for preparation and execution of the Flight Operational Flight Plan (OFP), which must include, as a minimum, the following information: i. aircraft registration; ii. date and flight number; 3 months iii. ATS flight plan; iv. flight crew names and duty assignment; v. fuel onboard at departure, en-route and arrival; vi. departure and arrival points and times; vii. flight times. 36 months after the Aeroplane Technical Log date of the last entry NOTAMs, AIS briefing and weather information relative to the 3 months flight/series of flight Mass and Balance documentation 3 months Notification of Special Loads including written information to the 3 months Commander about Dangerous Goods (NOTOC), if applicable 2.1.5.1.2 Flight Reports Storage Periods Journey Log (OFP substitutes it) Flight Reports for recording details of any occurrence or any event which the commander deems necessary to report/record Reports on the exceedances of duty and/or reductions of rest periods ACARS reports (to be stored on the OCC server) Any kind of Air Safety Report Any kind of Accident report 3 months 3 months 3 months 12 months 24 months Indefinitely
OPERATIONS MANUAL
air italy
A 2.1 4 15 Apr 10
2.1.6 Flight, Duty and Rest Time Records (Flight Crew and Cabin Crew) According to ENAC FTL last revision, following documents must be retained for 15 months Crew member must retain his own records in respect of: Flight time; Flight duty time (PSV); Rest period and Off-duty days. These records must be presented to Air Italy at the time of hiring. 2.1.6.1 Documents Storage Periods for Flight Crew Records Flight, Duty and Rest Time 15 months As long as the Crew is Licence exercising the privileges of the Licence for the Operator Conversion training and Checking 3 years Command Course (including checking) 3 years Recurrent training and Checking 3 years Training and Checking to operate in either Pilot Seat 3 years Recent Experience 15 months Route and aerodrome Competence 3 years Training and qualification for specific Operations when 3 years required by EU OPS * Dangerous Goods training 3 years (if applicable) * i.e.: B-RNAV, Cat II-III operations, ETOPS 2.1.6.2 Documents Storage Periods of Cabin Crew Records Flight, Duty and Rest Time 15 months Initial training, Conversion and Differences training As long as Cabin Crew is (including Checking) employed by the Operator Until 12 months after the Cabin Recurrent training and Refreshing Crew has left the employ of the Operator Dangerous Goods training 3 years (if applicable) 2.1.7 Ground Personnel Documents Training/Qualification Records of other personnel for whom an Approved Training Programme is required by EU-OPS must be maintained for the last 2 Training records. 2.1.8 Other records Records on Cosmic and solar radiation dosage Quality system records Dangerous Good transport document (if applicable) Dangerous Good acceptance check list (if applicable) Until 12 months after the crew member has left the employ of the operator 5 years 3 months after competition of the flight 3 months after competition of the flight
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A 2.1 5 15 Apr 10
2.1.9 Production of documentation and records Air Italy will: a) Give any person authorised by the Authority access to any documents and records which are related to flight operations or maintenance; and b) Produce all such documents and records, when requested to do so by the Authority, within a reasonable period of time. The Commander shall, within a reasonable time of being requested to do so by a person authorised by an Authority, produce to that person the documentation required to be carried on board.
OPERATIONS MANUAL
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A 2.1 6 15 Apr 10
OPERATIONS MANUAL
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A 2.2 i 15 Apr 10
Index 2.2 System of Promulgation of Additional Operational Instructions and Information ........ 1 2.2.1 Purpose................................................................................................................. 1 2.2.2 Authority and Classification................................................................................... 1 2.2.3 Distribution ............................................................................................................ 1 2.2.3.1 Distribution Procedure .................................................................................... 2 2.2.4 Review .................................................................................................................. 2
2.2 - SYSTEM OF PROMULGATION OF ADDITIONAL OPS INSTRUCTIONS. AND INFORMATION
OPERATIONS MANUAL
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A 2.2 ii 15 Apr 10
OPERATIONS MANUAL
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A 2.2 1 15 Apr 10
2.2 SYSTEM OF PROMULGATION OF ADDITIONAL OPERATIONAL INSTRUCTIONS AND INFORMATION 2.2.1 Purpose Operational information which is of a temporary or transient nature, or which requires immediate action pending its incorporation into the Operations Manual, will be published by means of FSOI, GNFS, MEMOs or Aircraft Manufacturer Advises. These will also be used to advise flight crew, and other staff members on the distribution list, of amendments to operations and flight manuals. Where the manual involved is not issued on a personal basis, the notice will contain brief details of the amendment. These notices will further be used to bring significant changes in legislation to the attention of staff. They will also be used for the dissemination of other operational information of general interest found in such publications as aeronautical information circulars, flight safety reports and NOTAMs. 2.2.2 Authority and Classification Communications to crew members will be issued by the appropriate Post-Holder or Manager. They are promulgated for urgent, temporary or general information. They are classified as follows: FSOI-Flying Staff Operational Instructions: Significant operational information that must be known urgently by flight crew and/or cabin crew. They can contain instruction to temporarily modify procedures and/or techniques even in contrast with company manuals or other official documentation. This urgency is due to Safety reasons. They are issued by Flight Operation Post-Holder or his Deputy. They can be promulgated via paper or via e-mail (if applicable). GNFS-General Notices to Flying Staff: Significant operational information that are useful to be known by flight crew and/or cabin crew. They are issued by any Flying Department with the approval of Flight Operation PostHolder or his Deputy. They can be promulgated via paper or via e-mail (if applicable). MEMO: General information to flight crew and cabin crew not involving flight or ground procedures, but still helpful to know. They can be promulgated via paper or via e-mail (if applicable). Note: Flight Operation Post-Holder is responsible of the categorisation of the communications. 2.2.3 Distribution Distribution will be in accordance with the distribution list included in this Manual Ch 0. A record of valid FSOI and GNFS (hard copies) will be kept at the Flight Operations Office and on will be available on briefing room through the Computer Station. For crew outstation it will be sent via e-mail or fax.
OPERATIONS MANUAL
air italy
A 2.2 2 15 Apr 10
2.2.3.1 Distribution Procedure: FSOI, GNFS and MEMO are distributed in electronic format (e-mail and/or published on the Company intranet via the Octopus system or official website), each crew member must check the e-mail before and after each flight in the briefing room. The receipt, where applicable, must be given via electronic means and will be retained by the Flight Operations Secretary. In case an FSOI is promulgated while the crew is out of base, is responsibility of the FOPH through the OCC to inform the outstation crews via FAX; written confirmation of the reception must be sent to Air Italy OCC by the outstation crew. 2.2.4 Review Regularly, and at intervals of not more than six months, the Flight Operation Post-Holder, will review all Flight Operation Communications to ensure that, where necessary, action has been taken to incorporate the contents as amendments to the appropriate manuals and to remove those communications which are no longer valid or which in his opinion may be removed as sufficiently promulgated. A list of communications still in force will then be issued and promulgated according to distribution list.
air italy
OPERATIONS MANUAL
A 2.3 i 30 May 10
Index 2.3 Accident Prevention & Flight Safety Programme .................................................. 1 2.3.1 Purposes .............................................................................................................. 1 2.3.2 Responsibility ....................................................................................................... 1 2.3.3 CRM and Human Factors ..................................................................................... 1 2.3.4 Accident Prevention Items .................................................................................... 2 2.3.5 Flight Safety Manager........................................................................................... 2 2.3.5.1 Responsibilities ............................................................................................... 2 2.3.5.2 Duties .............................................................................................................. 2 2.3.5.3 Access............................................................................................................. 2 2.3.5.4 Confidentiality.................................................................................................. 2 2.3.5.5 Enforcement Policy for the violation of flight operations policies and/or procedures ..................................................................................................... 3 2.3.6 The Flight Safety Board (FSB) and Accident Prevention Adviser Team (APAT) .. 3 2.3.6.1 Duties .............................................................................................................. 3 2.3.6.2 Support............................................................................................................ 4 2.3.6.3 System of Promulgation Safety Instructions and Information. ......................... 4 2.3.7 Flight Safety Procedure ........................................................................................ 5 2.3.7.1 Purpose and Scope......................................................................................... 5 2.3.7.2 References...................................................................................................... 5 2.3.7.3 Definitions ....................................................................................................... 5 2.3.7.4 Responsibilities ............................................................................................... 5 2.3.7.5 Procedure........................................................................................................ 5 2.3.7.5.1 Reportable Occurrence............................................................................. 5 2.3.7.5.2 Non Reportable Occurrence ..................................................................... 6 2.3.7.5.3 ASR Analysis ............................................................................................ 6 2.3.7.5.4 Occurrence Closure.................................................................................. 6 2.3.7.5.5 Records .................................................................................................... 7 2.3.7.6 Appendix ......................................................................................................... 7 2.3.7.7 Flight Data Monitoring Procedure.................................................................... 7 2.3.7.7.1 Definition and references .......................................................................... 7 2.3.7.7.2 Useful Terms, Definitions and Abbreviations ............................................ 7 2.3.7.7.5 Modifications........................................................................................... 10 2.3.7.7.6 Records .................................................................................................. 10 2.3.8 Appendix............................................................................................................. 10 2.3.8.1 Exceedence Detection Table ........................................................................ 10 2.3.8.2 Extended Operational Event Set ................................................................... 13 2.3.8.3 Confidentiality................................................................................................ 15 2.3.8.4 Contact with Pilots......................................................................................... 15 2.3.8.5 Security and safety office organization.......................................................... 16 2.3.8.6 Abbreviations ................................................................................................ 16 2.3.9 Voluntary Safety Report...................................................................................... 16 2.3.9.1 Voluntary Safety Report Confidentiality......................................................... 16 2.3.9.2 Events to be reported in a Voluntary Safety Report ...................................... 17 2.3.10 Line Oriented Safety Audit (LOSA) ................................................................... 17
2.3 - ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME
air italy
OPERATIONS MANUAL
A 2.3 ii 30 May 10
air italy
OPERATIONS MANUAL
A 2.3 1 30 May 10
2.3 ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME 2.3.1 Purposes Air Italy has established an accident prevention and Flight Safety Programme, integrated with the Quality System, including: Training and publications to achieve and maintain risk awareness by all persons involved in operations; and An occurrence reporting scheme (Air Safety Report) to enable the collocation and asses of relevant incident and accident reports in order to identify adverse trends or to address deficiencies in the interest of flight safety. The scheme include the possibility that reports may be submitted anonymously (Confidential report); and Evaluation of relevant information relating to accidents and incidents and the promulgation of related information (but not the attribution of blame); and A Flight Data Monitoring programme, and The appointment of a person accountable for managing the programme (Flight Safety Manager - FSM) The purpose of the Flight Safety Organization (FSO) is to contribute to the prevention of any type of accidents and incidents. It consists of the Flight Safety Board (FSB) and the Flight Safety Manager (FSM). Air Italy strongly encourages the reporting of situations, events and practices that may compromise safety. Air Italy holds a No-penalty Policy: no punitive action will be taken toward those who voluntarily report dangerous situations occurred during service and that would have otherwise remained unknown. The objective is to collect useful information for accident prevention, according to ICAO Annex 13. The role of the Flight Safety Organization is to provide an independent advisory service to management by identifying and evaluating potential hazards to the Operator's operation and by ensuring that management is provided with sufficient information and advice on which to base its decisions with respect to the action required to eliminate these hazards in so far as this is possible. The Quality Manager shall monitor these corrective actions. 2.3.2 Responsibility The Flight Safety Organization has no executive authority. Flight safety and accident prevention is not the sole responsibility of flight crew. A flight safety programme can only be effective if management, cabin crew, ground crew, engineers and operations personnel are all aware of their accountability in this direction. It is the companys responsibility to ensure that this fact is known. 2.3.3 CRM and Human Factors The number of accidents caused by technical failures of the aircraft or aircraft systems is declining. It follows that most aircraft accidents are now caused by human error and considerable emphasis must be placed on human factors in the flight safety training programme. The health precautions for crew detailed in chapter 6 of this manual include factors which influence crew well-being and it is vital that everyone within the company understands what these are so that their detrimental effects may be minimized. Sound procedures, proper use of comprehensive checklists, factual and clearly written manuals, thorough training, are all equally important in preparing the flight crew to deal with abnormal situations. Due emphasis is placed on CRM and standard operating procedures (SOPs) so that the crew may work together for the maximum benefit. Equally, the company management should not overlook the effect of morale on safety. They are 2.3 - ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME
air italy
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ultimately responsible for the quality of the product of the company. 2.3.4 Accident Prevention Items Accident prevention within the airline involves: a) the discovery of hazards from formal (ASR) and informal (Confidential) reports received from Operator personnel and from other operators and from the monitoring and analysis of Operator data and systems (FDM); b) the evaluation of hazards by means of an impartial review (FSM or deputy); c) the notification of these proposals to the responsible manager; d) the monitoring of the response; e) the measuring of the results; f) the issuing of promotional material in respect of safety and the dissemination of information to other aviation interests. 2.3.5 Flight Safety Manager 2.3.5.1 Responsibilities As described in the previous chapter, the Accountable Manager appoints one member of the flight crew to act as Flight Safety Manager (see chapter 1 for more information) in a part time capacity. In respect of safety matters, the Flight Safety Manager will report periodically to the Accountable Manager and he is free to make recommendations to any Post-Holder if he considers it necessary in the interests of flight safety. 2.3.5.2 Duties In addition to the information reported in chapter 1.3.3, the duties of the Flight Safety Manager are: A. to ensure that the flight safety procedure is followed by all concerned B. to monitor and report on all aspects of flight and ground safety as it relates to the operation of Operators aircraft; C. to monitor compliance with State rules and regulations; D. in conjunction with the concerned Post-Holder, to analyze if required, reports received from aircrew and to provide feed back as necessary to the crewmember involved; E. to carry out periodic checks of on board safety equipment, paying particular attention to expiry dates; F. to maintain a close liaison with the Flight Operation Post-Holder, advising him on all safety matters within the Operations Department which he considers require action or attention, or where he perceives that an opportunity to improve safety performance is offered; G. to act as secretary to the Air Safety Board; H. to prepare relevant safety material for circulation on the authority of the Flight Operation Post-Holder; I. to assist in the investigation of accidents and incidents within the Operator; to monitor safety trends within the Operator and within the aviation industry generally. 2.3.5.3 Access To permit the Flight Safety Manager to carry out his duties, he will have access to all areas of the Operator's operations and must be given full and visible support by all Management and supervisory personnel. 2.3.5.4 Confidentiality In the interests of the promotion of air safety, it is important that the confidentiality of reports and material made available to the Flight Safety Manager be respected. 2.3 - ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME
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Every effort will be made by all concerned to establish and promote confidence and trust in the Flight Safety Organization so that it is seen as existing for the promotion of safety and not for the allocation of blame or liability. 2.3.5.5 Enforcement Policy for the violati on of flight operations policies and/or procedures The Policy and the related Procedures regarding violations of flight operations policies which are applicable to flight operations personnel and are not restricted only to flight crews are reported in the Company Enforcement Policy and Procedures for Operational Disciplinary Violations. 2.3.6 The Flight Safety Board (FSB) and Accident Prevention Adviser Team (APAT) The permanent members of the Flight Safety Board are: A. the Accountable Manager; B. the Flight Operation Post-Holder C. the Maintenance Post-Holder; D. the Crew training Post-Holder; E. the Ground Operation Post-Holder; F. the Quality Assurance Manager; G. the Flight Safety Manager. The Accountable Manager will chair it. The Flight Safety Manager, whilst partaking fully in all discussions within the Board, will also act as its Secretary. The APAT is the focal point for all the accident prevention activities and the driving force for the systematic changes necessary to effect accident prevention across the entire Company. The APAT contributes to the operation of the Companys Accident Prevention Programme and must interact with line flight crews, maintenance engineers, cabin crew, senior managers and department heads throughout the Company. The permanent members of the Accident Prevention Adviser Team are: A. The Flight Safety Manager (FSM); B. The Flight Operations Post Holder (FOPH); C. The Flight Crew Training Post Holder (FCTPH); D. The Ground Operations Post Holder (GOPH); E. The Quality Manager (QM); F. The Engineering Safety Officer (ESO); G. The Cabin Safety Officer (CSO); H. The Security Manager; I. The HSE Manager. The Flight Safety Manager will act as the APAT chairman and secretary 2.3.6.1 Duties The duties of the Flight Safety Board are: A. to consider the effect of Risk Management trends in relation to safety and to make recommendations as appropriate arising from this review; B. to review the Safety Targets identified within the Company APAT and determine if desired the Achievement Level of the Safety Performance in managing risks; C. to make recommendations arising from accidents and incidents within the Operator itself; D. to draw attention to any practices or procedures which might prejudice safety and to 2.3 - ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME
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G. H.
recommend alternative practices and procedures as appropriate; to recommend aircraft modifications as necessary arising from the above considerations; to undertake such studies of other problems which the chairman judges to be within its terms of reference and to make recommendations arising from these studies where appropriate; to carry out such other tasks as may be assigned to it from time to time. The FSB will meet every six months, or when exceptionally deemed necessary by the Accountable Manager and/or by the Flight Safety Manager.
The APAT will contribute for: A. Maintaining the air safety occurrence reporting database; B. Monitoring flight safety trends; C. Identifying Safety Targets as a method for measuring operational performance within Safety; D. Comparing actual Safety Performance against the mentioned Safety Targets to determine if desired outcomes of Safety Management are being achieved; E. Liaising with the heads of all departments company-wide on safety matters; F. Disseminating safety-related information company-wide; G. Maintaining familiarity with all aspects of the Companys activities and its personnel; H. Maintaining liaison with manufacturers customer flight safety departments and other flight safety organizations worldwide; I. Enhancing on the Companys safety promotion, training and education. The APAT will meet regularly every 2/3 months. 2.3.6.2 Support It must be recognized that management support is essential for the proper functioning of the Accident Prevention Organization. This support must be continuous and genuine and all members of the Air Safety Committee must regard its meetings as one of the most important commitments in their diaries. 2.3.6.3 System of Promulgation Safety Instructions and Information. The FSM will issue Flight safety bulletins in coordination with the concerned Post Holders in this manner: Flight Safety Alert Bulletin: Occasionally, when urgent information regarding safety within the Airline affecting immediate changes on SOPs or practices awaiting the permanent change in the appropriate manual. Flight Safety Bulletin: Occasionally, when information regarding safety within the Airline is necessary to highlight safety procedures. A thorough analysis is carried out based on documents and annexes. Flight Safety Information: Regularly every 3 month, when useful information is collected or received on a nice to now basis. Safety N ewsletter: Occasionally, when information regarding safety within the Airline is necessary. An analysis is carried out based on documents and annexes. Safety F lash: Occasionally, when information regarding safety within the Airline is necessary. Priority is given to urgency. Distribution: All above items will be distributed as reported in Ch 2.2.
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2.3.7 Flight Safety Procedure 2.3.7.1 Purpose and Scope This procedure covers the process that is followed to ensure that air safety Reports are correctly actioned. 2.3.7.2 References EU OPS 1 1.420 and Air Italy GBOM chapter 11 EU 145.60 and MME Sect 2.18 and 3.8 EASA AMC 20, DIR 2003/42 2.3.7.3 Definitions Flight Safety Manger Refer to para 1.3.3 of this Manual Quality Manager Refer to para 1.3.5 of this Manual Air Safety Report Refer to Chapter 11 of this Manual Events Requiring Air Safety Reports Refer to Chapter 11 of this Manual ENAC Ente Nazionale Aviazione Civile (Italian Civil Aviation) SOV MOR Refer to Chapter 11 of this Manual Flight Operations Post Holder Refer to para 1.3.8 of this Manual 2.3.7.4 Responsibilities The Flight Safety Manager (FSM) is responsible for ensuring that all concerned personnel follow this procedure. The Quality Manager (QM) is responsible to monitor that actions to be taken are completed and effective 2.3.7.5 Procedure Each Air Safety Report (ASR) is handed over at the end of the return flight or sent by fax to the Operations Control Centre (OCC) by the responsible Commander within 12 hours. The Operation Controller on duty immediately on receipt of the ASR forward it to the flight Safety Department addressed to the FSM and his deputy / Quality Manager and Deputy. The FSM or his deputy assign to it a progressive number and assess whether it is reportable under Mandatory Occurrence Report (MOR) scheme described in the current regulations. 2.3.7.5.1 Reportable Occurrence If the decision is YES from above described assessment, then: The FSM or Deputy completes as far as possible the ASR by adding any comments deemed necessary and identifying in a ASR Evaluation Form any possible action undertaken. A MOR is completed and sent off to ENAC within 72 hours of the occurrence. An individual file is opened. This is allocated a reference number, which is also entered on a separate index, which contains the Reference number, title, aircraft type and registration. A copy of the ASR and the MOR is placed in the File together with the ASR form. 2.3 - ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME
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Copies of the ASR or Occurrence Reports are circulated to: Quality Manager Flight Operations Post Holder (If Operational related) CPH (If Technical related) Head of TRTO (as applicable) Crew Training Post Holder (as applicable) Department Managers (as applicable) The investigation into the occurrence is started. The file is retained by the FSM for follow up action. The QM is responsible; to follow up that the file is actioned.
2.3.7.5.2 Non Reportable Occurrence If the decision is NO from the assessment described in 2.3.7.5, then: The same internal procedure is followed as in 2.3.7.5.1 above. 2.3.7.5.3 ASR Analysis Each ASR submitted by Air Italy pilots must be evaluated by FSM trough the ASR evaluation form (see enclosed); detailed instructions are reported attached to the form. The FSM or his delegate personnel must compile the form indicating the class and the entity of the risk (low-mid-high); this form constitutes the cover for the file concerning the occurrence and the consequent corrective action in order to avoid its repetition. The form is finally signed by the FSM whom is the only one allowed to undertake the actions decided. The FSM gathers all the relevant information from all the available sources. He completes the ASR by adding any comments deemed necessary. Results of the evaluation shall be inserted in a computerized database, in order to permit an analysis of trends, which is presented periodically to the management of the company. There is a possibility that, during the periodical flight data monitoring, the FSM identifies some events not reported: in this case the FSM must investigate about the conditions concerning the occurrence, and, in agreement with the FOPH shall undertake any subsequent action aimed to increase the awareness of flight crew about the importance of reporting such events and the possible consequences of such lack of information (Publications, Info, Training, etc.) For the sake of uniformity, each ASR evaluation Form raised as a consequence of Flight Data Monitoring analysis on a sampling basis, an unidentified ASR shall be completed with known data by the FSM. 2.3.7.5.4 Occurrence Closure In the event that the FSM believes that incident has not been satisfactory addressed, or is having difficulty obtaining responses to the incident, the matter shall immediately be refered to the FOPH. The FOPH decides whether or not further investigation is necessary. If the decision is YES then the occurrence is investigated further; If the decision is NO, then the file is closed Should the matter still remain unresolved, the FSM will bring the matter to the attention of the Accountable Manager whose responsibility it is to ensure that all request to safety are adhered to. When satisfied that the incident has been satisfactorily resolved, the FSM will close the file and pass a copy of the closure to the FOPH and to the QM. This copy must be signed and returned to the FSM. 2.3 - ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME
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When the file is closed the FSM will contact the person who raised the form, to ensure that they are satisfied with the result of the investigations or the actions carried out. Should the reporter not be satisfied, he or she makes this fact known to the FOPH. If following consultation with the FOPH, the reporter is still not satisfied, then, the matter must be referred to the Accountable Manager. The QM will monitor the effectiveness of changes resulting from proposals for corrective actions identified by the Safety Programme. 2.3.7.5.5 Records All the documentation in the file must be kept for a minimum period of 2 years. 2.3.7.6 Appendix ASR Distribution and notification to the Authority Process FSM QM FOPH See appendix related to this chapter at the end of this GBOM for further. 2.3.7.7 Flight Data Monitoring Procedure All Air Italy Aircraft are equipped with a Flight Data Monitoring System and Cockpit Voice Recorder System. 2.3.7.7.1 Definition and references Flight Data Monitoring (FDM) is the systematic, pro-active and non-punitive use of digital flight data from routine operations to improve aviation safety as required by EU 1.037. The ICAO Accident Prevention Manual (Doc 9422), outlines good practice and indicates what may constitute an operators FDM programme system. Air Italy adopts the CAP 739 and OPV-21 as reference for its Flight data monitoring 2.3.7.7.2 Useful Terms, Definitions and Abbreviations See Appendix to this Chapter 2.3.7.7.3 Responsibilities The FSM is responsible for ensuring that all who are concerned follows this procedure and for monitoring trends that result from FDM. The QM is responsible that actions taken are completed and effective. The Technical Engineering Department is responsible to provide the server with the data resulting from FDAU, DFDR, QAR as applicable. 2.3.7.7.4 Procedure The Flight Safety Department will collect all digital data from FDAU, DFDR, QAR or FDAMS as applicable and save them on the server. The policy of the company is to download all data and store them as required by this procedure and analyzing only cases deemed relevant by the FSM. The FSM or his deputy will analyze all data coming from FDAU, DFDR, QAR or FDAMS as applicable in accordance with ACARS exceedance reports, ASR or Confidential Reports. The Flight Data Monitoring software provided by Aerobytes Ltd based in the United Kingdom provides relevant data from the fleet of the B767, 757 or 737 via, respectively, optical disc, compact flash memory or PC card and it is them transferred to the server as stated in the paragraph above. This system shows events for flights categorized as: 1. Minor 2. Major 3. Critical 2.3 - ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME
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The trigger from ACARS are divided in four categories and will be used when required: 1. A relevant issue for safety 2. A certified excess of the limits and soft issue 3. A minor issue 4. Excess of standard flight envelope parameters. For all above categories a data sheet and a graph will be completed for the examination trends. Relevant major and critical cases shall be investigated, applying the criteria contained in the Flight Safety Procedure; and in accordance with the following table that shows the parameter correlation, at each relevant deviation must correspond a proper action, like: information to flight personnel, modification of procedures or check list, introduction of concerned item in the next Recurrent Training session. The following Table Illustrates Parameter Correlations
Lateral Control surface position Pitch Control surface position Yaw Control surface position Pitch Trim Surface Position Leading Edge Flaps Slats Longitudinal Acceleration
Lateral Control Position
Thrust reverse position
Pitch Control position
Yaw Control Position
Vertical acceleration
Lateral Acceleration
Air Ground Sensing
Trailing Edge Flaps
Manual Mic Keying
(1) Time (2) Altitude (3) Airspeed (5) Heading (4) Vertical Acceleration (7) Pitch Attitude (8) Roll Attitude (6) Press to Transmit for each transceiver (9) Thrust of each engine (11) Longitudinal Acceleration (18) Pitch Control Position (19) Roll Control Position (20) Yaw Control Position
Angle of Attack
Engine Thrust
Pitch Attitude
Roll Attitude
Airspeed
Heading
Altitude
Time
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(18) Pitch Control Surface Position (19) Roll Control Surface Position (20) Yaw Control Surface Position (16) Lateral Acceleration (17) Pitch trim (10) Trailing edge Flaps (14) Leading edge Devices stowed/deployed (13) Thrust Reverser stowed/deployed (each engine) (12) Undercarriage squat or tilt switch (15) Angle of Attack
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There is the possibility that during the periodical Flight Data Monitoring, the FSM identifies some events not reported as ASR. In this case the FSM must investigate about the conditions concerning the occurrence and undertake any subsequent action aimed at increasing the awareness of flight crew about the importance of reporting such events and the possible consequences of such lack of information (Publications, Info, Training, etc.) The relevant trigger will be analyzed in depth with the data from FDAU, DFDR, QAR as applicable, and if necessary the FSM will issue an ASR. The FSM will report the results of this monitoring to FOPH, FCTPH, QM to take the necessary action. The report is issued every three months, before the 15th day of the next month, containing the following: Trend of the last 3 months Yearly trend comparison High light of major fault found and investigation results with reference to needs of immediate action. Together with the mentioned Trends, a Safety Target Number, similarly to a goal or objective, will be identified in order to compare the actual performance against the target rate. This is a very effective method for measuring operational performance to determine if desired outcomes are being achieved and to focus attention on the Safety Performance in managing risks. The above mentioned Safety Target Numbers will be defined within the Company Accident Prevention Adviser Team = APAT (see paragraph 2.3.6) and the comparison between actual performance and target rate will be analysed both within the APAT and the FSB (see paragraph 2.3.6.1). 2.3 - ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME
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For the sake of uniformity, in consequence of FDM analysis an unidentified ASR will be completed with known data by the FSM. 2.3.7.7.5 Modifications Any modification to the parameters required on the FDM listed on the appendix to this chapter are done by the FSM as administrator of the system in accordance with his or her deputy and the flight safety committee or by input of the Accountable Manager or Flight Operations Post Holder. The trigger data on the ACARS (as applicable) requires a written request by the FSM. The FSM forwards the request for modification to the Engineering Department keeping a copy in the FS department files. Engineering will respond to the FSM with the action taken and the due completion date sending a copy to the FSM and to the QM. FSM will update the files with the response from Engineering Department. The request form is to be found in the appendix to this chapter. 2.3.7.7.6 Records All the documentation should be kept for a period of two (2) years. All records concerning the data from FDM are stored in the company server and a yearly backup copy is stored c/o FSM office on CD for further consulting. 2.3.8 Appendix 2.3.8.1 Exceedence Detection Table Set of minimum core events that cover the main areas of standard interest. Event Group Flight Manual Speed Limits Vmo exceedence Mmo exceedence Flap placard speed exceedence Gear down speed exceedence Gear up/down selected speed exceedence Flight Manual Altitude Limits Exceedence of flap/slat altitude Exceedence of maximum operating altitude High Approach Speeds Approach speed high within 90 sec of touchdown Approach speed high below 500 ft AAL Approach speed high below 50 ft AGL Low Approach Speed High Climb-out Speeds Low Climb-out Speeds Take-off Pitch Unstick Speeds Approach speed low within 2 minutes of touchdown Climb out speed high below 400 ft AAL Climb out speed high 400 ft AAL to 1000 ft AAL Climb out speed low 35 ft AGL to 400 ft AAL Climb out speed low 400 ft AAL to 1500 ft AAL Pitch rate high on take-off Unstick speed high Description
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GENER BASIC 2 OPERATIONAL CONTROL & SUPERVISION Unstick speed low
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Pitch
Pitch attitude high during take-off Abnormal pitch landing (high) Abnormal pitch landing (low)
Bank Angles
Excessive bank below 100 ft AGL Excessive bank 100 ft AGL to 500 ft AAL Excessive bank above 500 ft AGL Excessive bank near ground (below 20 ft AGL)
Height Loss in Climb-out
Initial climb height loss 20 ft AGL to 400 ft AAL Initial climb height loss 400 ft to 1500 ft AAL
Slow Climb-out High Rate of Descent Normal Acceleration
Excessive time to 1000 ft AAL after take-off High rate of descent below 2000 ft AGL High normal acceleration on ground High normal acceleration in flight flaps up/down High normal acceleration at landing
High go-around RTO Configuration Low Approach Configuration
Go-around above 1000 ft AAL High Speed Rejected take-off Abnormal configuration; speed brake with flap Low on approach
Speedbrake on approach below 800 ft AAL Speedbrake not armed below 800 ft AAL (any flap) Ground Proximity Warning GPWS operation - hard warning GPWS operation - soft warning GPWS operation - false warning GPWS operation - windshear warning Margin to Stall Reduced lift margin except near ground Reduced lift margin at take-off Stickshake False stickshake Configuration Landing Flap Early configuration change after take-off (flap) Late land flap (not in position below 500 ft AAL) Reduced flap landing 2.3 - ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME
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GENER BASIC 2 OPERATIONAL CONTROL & SUPERVISION Flap load relief system operation
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Glideslope Buffet Margin Approach Power
Deviation under glideslope Deviation above glideslope (below 600 ft AGL) Low buffet margin (above 20,000 ft) Low power on approach Excessive bank 100 ft AGL to 500 ft AAL Excessive bank above 500 ft AGL
Event Group
Description Excessive bank near ground (below 20 ft AGL)
Height Loss in Climb-out
Initial climb height loss 20 ft AGL to 400 ft AAL Initial climb height loss 400 ft to 1500 ft AAL
Slow Climb-out High Rate of Descent Normal Acceleration
Excessive time to 1000 ft AAL after take-off High rate of descent below 2000 ft AGL High normal acceleration on ground High normal acceleration in flight flaps up/down High normal acceleration at landing Normal acceleration; hard bounced landing
Low go-around High go-around RTO Configuration Low Approach Configuration
Go-around below 1000 ft AAL Go-around above 1000 ft AAL High Speed Rejected take-off Abnormal configuration; speed brake with flap Low on approach Speedbrake on approach below 800 ft AAL Speedbrake not armed below 800 ft AAL (any flap)
Ground Proximity Warning GPWS operation - hard warning GPWS operation - soft warning GPWS operation - false warning GPWS operation - windshear warning Margin to Stall Reduced lift margin except near ground Reduced lift margin at take-off Stickshake False stickshake Configuration Early configuration change after take-off (flap)
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Late land flap (not in position below 500 ft AAL) Reduced flap landing Flap load relief system operation
Glideslope Buffet Margin Approach Power
Deviation under glideslope Deviation above glideslope (below 600 ft AGL) Low buffet margin (above 20,000 ft) Low power on approach
2.3.8.2 Extended Operational Event Set In addition to the basic events detailed above, These events can be eventually, at certain periods, used to detect other situations that may be of interest of the company. Subject Area Description Arrival and Departure time, airfield and runway *note the identification of date is normally limited to month to restrict identification Temperature, pressure altitude, weight, takeoff/landing configuration Estimated wind speed - headwind and crosswind components Aircraft Routing - reporting points and airways Cruise levels Elapsed times - taxi-out, holding, climb, cruise, descent and approach, taxi in. Powerplant Start up EGT etc. Max power during take-off Cruise performance measure Reverse thrust usage, time, max-min speeds, thrust setting Flap/slat configuration vs time usage Flap/slat configuration vs max normal acceleration Flap/slat configuration vs normal acceleration max/min counter Flap/slat - Asymmetric deployment Airbrake extension - time, max and min speeds Gear extension/retraction cycle times Aircraft weight at all loading event times 2.3 - ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME
General
Structures
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Landing assessment - pitch and roll angles and rates (plus other parameters) Normal acceleration at touchdown Normal acceleration - Airborne - Count of g crossings Normal acceleration - Ground - Count of g crossings Flight Operations Take-off and landing weight Thrust setting at take-off Rotation speed Lift-off speed and attitude Climbout speeds Climb height profile Noise abatement power reduction - height, time etc. Flap speeds - selection, max, min Gear speeds - selection, max, min Top of Descent point - time to landing Holding time Autopilot mode usage vs altitude Approach flap selection - time, speed, height Glideslope capture point - time, speed, height Localiser capture point - time, speed, height Maximum control deflection - airborne Maximum control deflection - ground Maximum control deflection - take-off or landing roll Landing speeds, attitudes and rates Turbulence indication - climb, cruise, descent and approach FDR Data Quality Periods of bad/poor data Percentage of airborne data not analysed Take-off or landing not analysed Fuel Usage Bad/non-existent FD R pa ra meters Take-off fuel and Landing fuel Taxi-out fuel burn Taxi-in fuel burn Total fuel burn 2.3 - ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME
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GENER BASIC 2 OPERATIONAL CONTROL & SUPERVISION Reserve fuel Specific fuel burn Cruise fuel burn measurement
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2.3.8.3 Confidentiality The company will not identify flight crew involved in FDM events, except as in 1, 2 and 3 below. Exceptions: 1. If the event is reported to the company in an Air Safety Report. (In which case the FS department will not investigate the event, provided the ASR relates directly to the FDM event.) 2. In the case of repeated events by the same pilot in which FOPH, FCTPH and FSM feel extra training would be appropriate. Air Italy Representative will invite the pilot to undertake such extra training as may be deemed necessary after consultation with the Fleet manager concerned, the training arranged. 3. In other cases of repeated events by the same pilot, or a single pilot-induced event of such severity that the aircraft was seriously hazarded, or another flight would be if the pilot repeated the event. 4. In the case that an FDR trace may give an incomplete picture of what happened, and that it may not be able to explain why it happened. Air Italy representative may be asked to contact the pilot(s) involved to elicit further information as to how and why an event occurred. Air Italy recognizes that, in the interests of flight safety, it cannot condone unreasonable, negligent or dangerous pilot behaviour and, at the operators request, will normally consider withdrawing the protection of anonymity to ensure remedial action takes place. 2.3.8.4 Contact with Pilots It is accepted that an FDR trace may give an incomplete picture of what happened, and that it may not be able to explain "why" it happened. Air Italy Representatives may be asked to contact the pilot(s) involved to elicit further information as to "how" and "why" an event occurred. Air Italy Representatives may also be asked to contact a pilot to issue a reminder of Fleet or Company policy and/or procedures. In this case the relevant. Air Italy Representative will identify and contact the staff concerned. In the case of a single event, or series of events, that is judged sufficiently serious to warrant more than a telephone call, but not sufficiently serious to make an immediate application for the withdrawal of anonymity under paragraph 1 to 3 above, then the Air Italy Representatives will be asked to present the operators Management view to the crew member(s) concerned, in accordance with the procedure described herein. Contact will initially be with the Captain of the flight, but where Human Factors are thought to be involved it may also be necessary to contact the co-pilot or other flight-deck crewmembers. It is recognized that the value of the " Air Italy Rep call" could be demeaned by over-use. Therefore the number of calls, and the value of each, will be monitored by the FSM, FOPH and the FCTPH. If a pilot fails to co-operate with the Air Italy Representative with regard to the provisions of this regulation then the management will assume responsibility for contact with that pilot, and any subsequent action 2.3 - ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME
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Any time a de-identified contact is made with the pilots, it will be done in accordance with the current agreement with the Pilots Representative Person indicated by ASDAI. 2.3.8.5 Security and safety office organization The office is located in the Air Italy headquarter located in Gallarate (VA). Access to the office is limited to the Manager and the assistant. Urgent communication like Air Safety Report must be faxed to the +39/0331/211380 on service H24 2.3.8.6 Abbreviations AAL: Above Airfield Level AGL: Above Ground Level ACARS: Aircraft Communication Addressing Reporting System DFDR: Digital Flight Data Recorder - normally the crash recorder EGT: Exhaust Gas Temperature FDR: Flight Data Recorder - normally the crash recorder FSO: Flight Safety Officer - investigates incident reports and promotes safety FDAMS: Flight Data Acquisition Management System EU-145: Joint Aviation Requirements - European airworthiness/engineering codes EU-OPS: Joint Aviation Requirements - Flight operations codes MEL: Minimum Equipment List MOR: Mandatory Occurrence Reporting OQAR: Optical Quick Access Recorder QAR: Quick Access Recorder - secondary recorder with a removable recording medium - traditionally tape, now moving towards Optical Disk or solid state SFB: Specific Fuel Burn SID: Standard Instrument Departure SIDD: Safety Investigation & Data Department - UK CAA Department responsible for Mandatory Occurrence reporting System SOP: Standard Operating Procedure SSDFDR: Solid State Digital Flight Data Recorder TCAS: Traffic Alert and Collision Avoidance System UFDR: Universal Flight Data Recorder - Sundstrand/Allied Signal crash recorder 2.3.9 Voluntary Safety Report Since the aim of every accident prevention program is the identification of its precursors, a valid Incidents/Safety Event Reporting System is one of the most effective tools for proactive hazard identification. The Voluntary Safety Report is intended as an essential element of the Company NON PUNITIVE Incidents/Safety Events Reporting System and is based on confidentiality. There is an unique Voluntary Safety Report Form which is valid for pilots, Cabin Attendants, Maintenance and Ground Personnel. 2.3.9.1 Voluntary Safety Report Confidentiality Every person reporting a Safety event on the Voluntary Safety Report Form has the option of: Remaining anonymous; Writing his name; Reporting his code.
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To protect at the maximum level the identity of a reporter, obtaining, at the same time, the capability of better understanding any event, the Safety Department has created a personal 4-letter code for every Company employee. 2.3.9.2 Events to be reported in a Voluntary Safety Report Any Safety-related incidents or events involving: Company Personnel; Other Company staff or service providers; Company organization or associated organizations (such as contractors). Safety-related incidents or events may include: Errors; Shortcomings in individual performance; Health or Safety matters affecting operational procedures; Regulatory anomalies or deviations; Any other unsafe aspects. 2.3.10 Line Oriented Safety Audit (LOSA) LOSA is a data collecting effort that searches for operational weaknesses before the occurrence of a major incident or accident, highlighting, at the same time, systematic strengths. Both aspects of a LOSA, give more confidence in selecting safety improvements. The characteristics of a LOSA are: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. Jumpseat observation during normal flights; Voluntary crew participation; De-identified, confidential and safety-minded data collection; Joint management/pilot project support; Targeted observation instrument (LOSA observation Form); Trusted, trained and calibrated observers; Trusted data collection site; Data cleaning roundtables; Data-driven targets for enhancement; Feedback of results to line pilots.
Air Italy firmly believes in a pro-active approach to Safety and will conduct Line Oriented Safety Audits when necessary to achieve the best level of operating Safety. Further information regarding the LOSA programme are available in Secondary procedure kept in Safety & Security Office.
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Index 2.4 Operational Control..................................................................................................... 1 2.4.1 Definition ............................................................................................................... 1 2.4.2 Designated Manager............................................................................................. 1 2.4.3 The Commander ................................................................................................... 1 2.4.4 Company messages ............................................................................................ 1 2.4.4.1 General ........................................................................................................... 1 2.4.4.2 VHF Company Frequency .............................................................................. 2 2.4.4.3 Flight Crew Procedures .................................................................................. 2 2.4.4.4 HF Communication ......................................................................................... 4 2.4.4.5 In-flight Medical Assistance ............................................................................ 4 2.4.4.6 ACARS............................................................................................................ 4 2.4.4.7 Radio Communications for In-flight Re-planning ............................................ 4
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A 2.4 1 15 Apr 10
2.4 OPERATIONAL CONTROL 2.4.1 Definition Operational control is defined as the exercise of authority over the initiation, continuation, diversion or termination of a flight in the interests of the safety of the aircraft and the regularity and efficiency of the flight. 2.4.2 Designated Manager The Flight Operation Post-Holder is the manager designated by Air Italy as having responsibility for operational control. As such, he exercises full authority over all aspects of Air Italy's operations and exercises this authority through the Operations Department, entrusting individual managers with responsibilities within their particular areas of activity. 2.4.3 The Commander It is through this structure of management that a captain is designated as Commander of a particular flight and the responsibility for operational control of that flight thus delegated to him during the period he is in command. It is also through this structure of management that a Commander is held responsible for the exercise of his authority which in terms of safety is the same within the Operator as under the general law. In the discharge of his responsibilities, he must comply with all regulations and instructions that relate to his duties, departing from them only when such action is necessary to avert danger. Any such departure must be followed as soon as possible by notification in writing to the Flight Operation Post-Holder giving the reasons for the action taken. The Commander is also given authority over those who are subordinate to him to ensure that they perform their duties to the standard required by Air Italy and in accordance with its instructions and procedures. 2.4.4 Company messages 2.4.4.1 General The following categories of messages are permitted according to ICAO regulations: Flight Safety Messages(i.e.: routine movement and control messages; those originated by an airline or aircraft, of immediate concern to an aircraft in flight e.g. diversion, urgent information of any type; met advice of immediate concern; other messages concerning aircraft in flight or about to depart) Flight Regulatory Messages (i.e.: those regarding the operation or maintenance of facilities essential for the safety or regularity of operation; messages concerning servicing of aircraft; instructions to stations concerning changes in requirements for passengers and crew caused by deviations from schedule; messages concerning non scheduled landings, aircraft parts and materials urgently required and changes in operating schedules) Note: individual requirements of passengers and Crew are not admissible unless extremely urgent. Most stations served by Air Italy have a communications frequency for handling use; frequencies are available on the Airport Details in the flight envelope. Company frequency is to be used whenever available to update Operations Control on aircraft movements and serviceability. 2.4 - OPERATIONAL CONTROL
OPERATIONS MANUAL
air italy
A 2.4 2 15 Apr 10
Early warning is a big factor in helping the Engineers to remedy defects without delaying services and considerable reliance is placed on close liaison between Commanders and Line maintenance leaders. Met information may be obtained from Company stations to supplement broadcast information. Company frequencies are monitored by national state authorities and reported to International Frequency Registration Board to determine any infringement of the regulations, listed above, which could result in action against the airline. In addition, monitoring by outside sources e.g. Press Agencies, other airlines, may be made and whilst this should not inhibit the proper use of the frequency, this must be borne in mind when unusual occurrences are reported. Flight Crew are encouraged to use Company VHF frequencies in accordance with the guidelines given below to ensure efficient turn around of aircraft. On diversion the appropriate company frequency should be called requesting advice on the preferred alternate. In the event of a mass diversion Operations Control monitors the capacity and handling capability of all listed alternates and are thus ideally placed to assess the total situation. Commanders are requested to accept the advice they are given unless there are sound operational reasons to do otherwise. 2.4.4.2 VHF Company Frequency Air Italy Company frequency is: 131.535 Mhz The ground station Call Sign is Air Italy Operativo and is located at Gallarate. The approximate range of coverage is 170Nm to the south and 100 Nm to the north. Station is active 24 hours a day. 2.4.4.3 Flight Crew Procedures The following calls will be made at the Commander discretion at a time permitted by the flight deck workload. When in flight at less than 10,000ft above aerodrome level, only operationally necessary calls should be made. This does not, however, restrict the ability of Commander to use the company frequency at any time if they feel that Air Italys operational performance or customer service may be improved. Specific procedures may require the monitoring of Company frequencies prior to departure. On the ground, before departure As soon as Flight Crew board the aircraft, they shall establish contact in VHF with Company (if feasible) or handling Agent (if available). Maintaining listen watch, using the speaker on, if practicable, during pre-departure preparation or after the arrival. On departure (from any station) As soon as practicable and normally above 10.000 ft the PM will contact on VHF Operations Control Center (if feasible) or the Handling Agent (if available), passing the following information: Aircraft registration; Block-off time; Take off time; Estimated arrival time (ETA) and fuel to destination; Number of passengers; Normal operation or any other information and status of aircraft.
OPERATIONS MANUAL
air italy
A 2.4 3 15 Apr 10
Outside home-base Normally a departure message via HF radio to Operations Control Center (OCC) from any of Air Italy regular destinations is not necessary. Operating spot flights or sub-charters, it may be necessary to send a message to OCC. Delay As soon as possible after a flight has been delayed, for any reason, whatsoever, the Commander of an aircraft is responsible for advising the Company Operations Department. Short delays, i.e., delays of up to one hour, can be notified by the point-to point Aeronautical Fixed Service for signals. Potentially long delays or delays possibly affecting subsequent flights, are to be treated in a different manner. These delays would normally fall into three categories: Weather delays or diversions, Traffic/Commercial delays, e.g., failure of a load to arrive at the airport; Mechanical defects; In all three cases, if the matter is to be dealt with as efficiently as possible, contact must be established and maintained with OCC at the earliest opportunity. To do this the Captain should follow the following procedure: Use SSB Phone Patch Facility (if HF fitted, see below); Book a telephone call to Operations; If telex is available, use this. In the event of delays due to weather diversion or Traffic/Commercial reasons, the following information will be required by the Company: Reasons for delay or diversion; Revised expected time of departure; Revised schedule, if a long range flight; Contact telephone number and address of hotel, if night stopping; Commanders proposals, recommendations or suggestions. For mechanical delays, the maximum information should be passed and the signal should be sent in the following standard format: flight number and the aircraft registration; place where AOG (Aircraft on ground); estimated duration of delay in hours; reason for delay; Technical details of unserviceability; details of local action taken; details of component or materials required; is engineering assistance required from base? what trades or specialists are required? names of hotels where passengers have been accommodated; captains contact, i.e., telephone number, telex number or address; commanders proposals, recommendation or suggestions; any other relevant information. Occurrence Any in-flight occurrence that reduces the technical/operational capability of an aircraft shall be communicated to OCC using also HF frequencies as described in this sub-section if outside VHF capability or satellite telephone 2.4 - OPERATIONAL CONTROL
OPERATIONS MANUAL
air italy
A 2.4 4 15 Apr 10
On arrival (at any station) Time permitting, usually above 10,000 ft, call Operations or Handling agent on VHF frequencies passing the following information: aircraft registration; ETA; serviceability of aircraft; special requests; catering and fuel uplift If applicable, obtain stand number. Once on the ground, if not automatically reported via ACARS, the arrival and Block-on time shall be reported to the OCC, using the aircraft mobile phone. 2.4.4.4 HF Communication On Ground and in-flight, HF communications may be established and phone patch or departure message send to OCC using the following providers: Stockholm radio For updated frequencies and radio preparation graphs see AERAD Supplements. Should be tried first and an agreement has been signed. Houston radio In America or Western Atlantic Houston Radio may be reached more easily than STO especially on ground. To phone patch the emergency OPS MXP telephone number need to be passed (T.B.A.), minimum charge 15 minutes. For frequencies and area of coverage see AERAD supplement. New York radio ARINC Normally N.Y. Radio ARINC shall be used without limitation by Air Italy crew for WX reports and forecast for ETOPS alternates and destination. For Company message shall be used only for very important matters and when other frequencies are not available. For frequencies and area of coverage see AERAD supplement. Boyeros radio Located in Cuba to be used only for weather and information. Phone patch and Selcal is not available. For frequencies and area of coverage see AERAD supplement. Note 1: When practicable at least one HF radio shall be selected on appropriate frequencies and Selcal watch maintained. Frequent check in-flight and on ground of availability of frequencies shall be done to select the appropriate frequency. Pre-departure ETOPS HF check shall be preferably done using the above frequencies. OM Part C (Route Manual) contains all information regarding the HF frequencies and use. Note 2: To ensure the forwarding of essential and safety information for long haul flights, an HF frequency and Selcal with a reliable station (Stockholm Radio) may be selected. 2.4.4.5 In-flight Medical Assistance See O.M., Part A, Ch 6 2.4.4.6 ACARS ACARS, if installed, is usable in order to send text messages to Operations Control Centre in Gallarate, and to retrieve WX information. The area of coverage depends on the system 2.4 - OPERATIONAL CONTROL
OPERATIONS MANUAL
air italy
A 2.4 5 30 May 10
installed on board. Outside areas of coverage other means of communication, such as Stockholm radio, can be used. 2.4.4.7 Radio Communications for In-flight Re-planning In case of in flight re-planning on aircraft Commanders request, the following procedure is to be followed: Request: The request for in-flight re-dispatch shall be forward by phone patch, ACARS or SATCOM to OCC. The data for re-planning shall be transmitted in the following sequence: Decision Point (DP) and estimated time of replanning; ZFW and remaining fuel at DP; Routing to new destination; FL at the DP and further FLs required; Cruise speed. Note: A replanning may also be required if the routing remains as already planned and a significant change in FL is expected. A read back of the replanning is recommended. Reply A new plan calculation must be done and the data transmitted in the following sequence. Total fuel quantity required including: trip fuel from DP to destination; contingency as above; alternate fuel (if required); final reserve fuel; remaining fuel at any significant reporting point; alternate fuel (if required) and alternate airport selected; the point where the redispatch starts, and routing to destination if that has changed; initial FL and step climb; cruise speed used; total distance from DP to destination, average wind, flight time to destination, total flight time. In case the OCC is the proposing the replanning (i.e. in case of operational requirement, alternate/destination aerodrome closure, etc.), only the reply part above is to be used. The Aicraft Commander acknowledges the transmission and complies with the instructions, unless he deems necessary to make any refinement to the flight plan, which should be coordinated with the OCC.
OPERATIONS MANUAL
air italy
A 2.4 6 15 Apr 10
OPERATIONS MANUAL
air italy
A 2.5 i 16 Jul 08
Index 2.5 Powers of Authority..................................................................................................... 1 2.5.1 Powers of the Commander. .................................................................................. 1 2.5.2 Powers of Authority other than the Commander................................................... 1
2.5 - POWERS OF AUTHORITY
OPERATIONS MANUAL
air italy
A 2.5 ii 16 Jul 08
OPERATIONS MANUAL
air italy
A 2.5 1 16 Jul 08
2.5 POWERS OF AUTHORITY 2.5.1 Powers of the Commander. For all the information concerning the powers of the Commander, see Chapter 1. 2.5.2 Powers of Authority other than the Commander. For all the information concerning the powers of the Authority other than the Commander, it worth noting that in the Chapter 1.5 it is possible to find all the duties and responsibilities of all the key personnel of Air Italy. It is to be added to the above information that the Powers given to the authority is in accordance with the Italian laws, who regulate the agreement between the Authority and the worker. The Air Italy employee is thoroughly informed about the Powers of the Authority upon accepting and subscripting the Contratto di lavoro at the beginning of the employment. For matter concerning the Authority, Air Italy will ensure that any persons, authorised by the Authority, are permitted at any time to board and fly in any aircraft in accordance with an AOC issued by the Authority and to enter and remain on the flight deck provided that the Commander may refuse access to the flight deck if, in his opinion, the safety of the aircraft would thereby be endangered. In such cases identification should be produced by the inspector.
OPERATIONS MANUAL
air italy
A 2.5 2 16 Jul 08
OPERATIONS MANUAL
air italy
GENERAL BASIC 3 QUALITY SYSTEM
A 3.0 i 30 May 10
Index 3 QUALITY SYSTEM ........................................................................................................ 1 3.1 The Quality policy.................................................................................................. 1 3.1.1 General............................................................................................................... 1 3.1.2 The purpose of the Quality System..................................................................... 1 3.1.3 Reliability meeting............................................................................................... 2 3.2 THE QUALITY SYSTEM DESCRIPTION................................................................. 1 3.2.1 General............................................................................................................... 1 3.2.2 Relevant documentation ..................................................................................... 1 3.2.3 Quality assurance program................................................................................. 1 3.2.4 Monitoring........................................................................................................... 2 3.2.5 Quality assurance organization chart.................................................................. 2 3.3 QUALITY ASSURANCE PERSONNEL ................................................................... 1 3.3.1 Quality manager ................................................................................................. 1 3.3.2 Quality Auditors .................................................................................................. 3 3.3.3 Quality Inspectors ............................................................................................... 3
OPERATIONS MANUAL
air italy
A 3.0 ii 30 May 10
OPERATIONS MANUAL
air italy
A 3.1 i 15 Dec 09
Index 3 QUALITY SYSTEM........................................................................................................... 1 3.1 The Quality policy ...................................................................................................... 1 3.1.1 General ................................................................................................................. 1 3.1.2 The purpose of the Quality System....................................................................... 1 3.1.3 Reliability meeting................................................................................................. 2
3.1 - QUALITY POLICY
OPERATIONS MANUAL
air italy
A 3.1 ii 15 Dec 09
OPERATIONS MANUAL
air italy
3 QUALITY SYSTEM 3.5 The Quality Policy
A 3.1 1 15 Dec 09
3.5.1 General Air Italy Quality Policy is committed to provide safe, continuous and on-time operations in order to satisfy our customers needs, fulfil all normative rules (EU-OPS, ENAC, EASA Implementation Rules, ICAO Annexes and any other Authority requirements) and company standards. For this purpose Safety, Punctuality and Efficiency are considered the key operations of a successful airline. For this reason human resources are considered as the primary organisation asset, providing to render employees highly skilled, motivated and well trained. Quality is based upon the premise that it has to be built into the operating product or service and cannot be inspected after the event. Every staff member is responsible for ensuring that the part of the process that he/she controls is operated effectively to fulfil the requirements and the procedures of the Manual at his/her department. This policy shall be understood and implemented at all levels by all Air Italy staff. Moreover, all services provided by Air Italy contractors, substantially contribute to achieve the company goals. 3.5.2 The purpose of the Quality System The Quality System (QS) is an integral but independent part of Air Italy operational and maintenance organization. The Purpose of Quality System (QS) is to monitor compliance of the organization and its procedures with EU-OPS 1 and any other regulation and/or standards specified by Air Italy and Authority. It is a management tool for the Accountable Manager, the Post-Holders and the Quality Assurance staff to verify adequacy and compliance to operational procedures and requirements and compare the way in which an operation is being conducted against the way in which the published procedures say it should be conducted. Compliance monitoring includes a feed-back system to the Accountable Manager to ensure corrective action as necessary. The QS, as required by EUOPS 1, additionally includes the following duties: a) Monitoring that all the activities are being performed in accordance with the accepted procedures, and all Air Italy staff understand the objectives as laid down in the Companys Manuals; b) Monitoring that all subcontracted activities are carried out in accordance with the contract and the contracts are in compliance with EU-OPS 1 requirements and authorised/approved by the Authority, when required. The scope of the activity of the Quality System shall address the following : 1) The provisions of EU-OPS 1; 2) The Operators additional standards and operating procedures; 3) The respect of the Operators Quality Policy; 4) The Operators organisational structure; 5) Responsibility for the development, establishment and management of the entire Quality System; 6) General documentation, including manuals, reports and records; 7) Establishment of Quality procedures and divulgate quality awareness; 8) Quality Assurance Programme; 3.1 - QUALITY POLICY
OPERATIONS MANUAL
air italy
A 3.1 2 15 Dec 09
9) The required financial, material and human resources; 10) The training requirements. 11) Validity of organisation certifications; The QS involves all organisation departments, employees and activities in respect to EUOPS 1 approvals: AOC and CAMO. It therefore applies to the following company departments: i. Flight Operations, Crew Training and Ground Operations (AOC) ii. Technical Department (CAMO) 3.5.3 Reliability meeting Reliability meetings are organized at least 3 times every year and are coordinated by the Quality Manager or his delegate. At the meeting must participate all the Post Holder and Managers of the company. This meeting are regulated by a secondary procedures produced by the quality dept.
OPERATIONS MANUAL
air italy
A 3.2 i 16 Jul 08
Index 3.2 THE QUALITY SYSTEM DESCRIPTION ................................................................... 1 3.2.1 General ................................................................................................................. 1 3.2.2 Relevant documentation ....................................................................................... 1 3.2.3 Quality assurance program................................................................................... 1 3.2.4 Monitoring ............................................................................................................. 2 3.2.5 Quality assurance organization chart.................................................................... 2
3.2 - THE QUALITY SYSTEM DESCRIPTION
OPERATIONS MANUAL
air italy
A 3.2 ii 16 Jul 08
OPERATIONS MANUAL
air italy
A 3.2 1 16 Jul 08
3.2 THE QUALITY SYSTEM DESCRIPTION 3.2.1 General Air Italy has established and implemented an organisation to effectively develop, establish and manage the companys Quality System in compliance with EU OPS 1 (1.035 & 1.900) and other standard requirements, in order to ensure safety in all operations and to optimize the company processes. The Quality System must be acceptable by the Authority. This Organisation is composed by the function of the Accountable Manager (AM), who is the head of the Quality System, and by the Quality Assurance Department (QAS), which is headed by the Quality Manager. The Quality Manager, has direct access to all departments of the organisation and refers directly to the AM. He operates with the assistance of a team of qualified Auditors / Inspectors, who respectively are competent and perform audits in the following areas: Flight Ops, Crew Training and Ground Ops Departments (AOC) Technical Department (CAMO) QM may be supported in the activity by external qualified Auditors/ Inspectors. In order to perform a precise and targeted activity, the Quality Manager, and related Auditors / Inspectors are independent from the operations and maintenance organisation. This independence relates: direct reporting to the Accountable Manager. Auditors authority recognition access to all parts of the organisation. The QM issues a Quality Assurance Programme (QAP) that contains procedures designed to verify that all operations are being conducted in accordance with all applicable requirements, standards and procedures. 3.2.2 Relevant documentation The relevant organisation documentation is composed by the Operations Manual (OM), the Ground Operations Manual (GOM) and the Maintenance Manual (CAME). Moreover, all quality aspects are regulated in the Operations comprises this operators Quality Manual (OQM). 3.2.3 Quality assurance program The Quality System includes a Quality Assurance Programme (QAP) that contains all planned and systematic actions to provide confidence that all operations and maintenance are conducted i.a.w. all applicable requirements, standards and operational procedures. It is constituted of the following activities: Definition of a Quality Audit Plan Performing audits and inspections Reporting results The non conformity findings resulting from auditing activity are then monitored through the following: corrective action definition against NCR findings; monitoring of corrective actions accomplishment and effectiveness; Quality Review meeting with AM and PHs; fulfilment of applicable Authority requirements (EU/CAA); achievement of expected standards. The Quality Assurance Plan mainly covers the following matters : 3.2 - THE QUALITY SYSTEM DESCRIPTION
OPERATIONS MANUAL
air italy

A 3.2 2 16 Jul 08
Organization, Plans and Company Objectives Operational Procedures Flight Safety Operator Certification Supervision Aircraft Performance Special operations : ETOPS, CATIII, etc. Communications and Navigational Equipment and Practices Mass, Balance & A/C Loading Instruments and Safety Equipment Manuals, Logs, and Records Flight & Duty Time Limitations, Rest Requirements Aircraft Maintenance/Operations Interface Use of MEL Maintenance programme and Continued Airworthiness, Airworthiness Directives Management Maintenance Accomplishment Defect Deferral Flight Crew Cabin Crew Dangerous Goods as applicable Security as applicable Training Leasing Companies
3.2.4 Monitoring The primary purpose of a monitoring action is to investigate and judge the effectiveness of the Quality System in order to ensure that the defined policy, operational and maintenance standards are continuously complied with. 3.2.5 Quality assurance organization chart
OPERATIONS MANUAL
air italy
A 3.3 i 16 Jul 08
Index 3.3 QUALITY ASSURANCE PERSONNEL ...................................................................... 1 3.3.1 Quality manager.................................................................................................... 1 3.3.2 Quality Auditors..................................................................................................... 3 3.3.3 Quality Inspectors ................................................................................................. 3
3.3 - QUALITY ASSURANCE PERSONNEL
OPERATIONS MANUAL
air italy
A 3.3 ii 16 Jul 08
OPERATIONS MANUAL
air italy
A 3.3 1 16 Jul 08
3.3 QUALITY ASSURANCE PERSONNEL 3.3.1 Quality manager The main function of the Quality Manager is to monitor the compliance with, and the adequacy of the company procedures required to ensure safe operational practices and airworthy aeroplanes, as required by EU OPS 1. Particularly, the Quality Manager shall verify, by monitoring safety related activities carried out under the supervision of the relevant nominated Post holders in the fields of flight operations, maintenance, crew training and ground operations, that the standards required by the Authority and any additional requirements defined by the Operator are properly achieved and fulfilled. The Quality Manager must be accepted by the Authority. The Quality Manager is responsible for: ensuring the Quality Policy, as defined by the Accountable Manager, is fulfilled throughout the Company ensuring the Company Quality System is implemented and continuously monitored for its adequacy and effectiveness establishing, implementing and maintaining the Quality Assurance Programme of the Company, and ensuring its homogeneous enforcement in all areas regulated by the AOC and CAMO approvals providing periodic feedback to the Accountable Manager on the overall performance and effectiveness of the Company Quality System ensuring the validity of AOC, CAMO and related documents is granted by the Authority ensuring the standardization and the correct approval process of the Company manuals establishing and running the Quality Training Programme for the Company managers and personnel administering and controlling the Quality Assurance Department of the Company promoting safety and quality awareness throughout the Company. The Quality Manager has the following main duties: to establish, plan and maintain systematic actions to monitor Organisation compliance by defining the Company Quality Assurance Programme to approve the Quality Audit Programmes and the Annual Quality Audit Plans prepared for each area by the relevant QAM to approve audit reports prepared by auditors to check and approve for adequacy and consistency the proposed corrective actions subsequent to inspections and audits, and periodically monitors the implementation and completion of the relevant corrective actions in response to each finding; to perform management evaluation as a result of quality inspections and audits, by checking the effectiveness of the management organisation and of the corrective/ preventive actions; to prepare the periodic Company Quality System Review Report as feedback to the Accountable Manager, to ensure corrective / preventive actions are identified, adequately addressed and implemented and monitoring the adequacy and the effectiveness of Quality System; to propose, as required and in cooperation with involved Department Managers, modifications or improvements to the Organisation structure, facilities and procedures; to maintain records of the Quality Assurance Programme results; to provide for editing, approval, distribution and updating of this Operations Quality Manual; 3.3 - QUALITY ASSURANCE PERSONNEL
OPERATIONS MANUAL
air italy

A 3.3 2 16 Jul 08
to approve the Company manuals and their subsequent revision for standardization and authority approval consistency (Operations Manual, Ground Operations Manual and CAME); to implement and monitor the Quality Training Programme of the Company as established in this Manual, by qualifying instructors, planning training sessions and keeping training records to monitor that all the subcontracted activities by Air Italy are accomplished in accordance with EU-OPS 1 requirements and the contracts to co-ordinate the QAM activities in qualifying subcontractors and/or suppliers and approve them by: a) verifying that they have the necessary approvals, facilities and manpower to undertake their tasks b) verifying that all contracted activities will be accomplished by personnel duly trained on Air Italy procedures, when applicable, and in accordance with the contract to manage the Quality Assurance Department in order to fulfil all Quality System duties, including: a) monitoring that the allocated resources are adequate to fulfil required duties; b) issuing to all qualified Auditors the Declaration of Competence c) administering the personnel under his jurisdiction; to maintain a sound knowledge of legal and legislative requirements relating the Company Approvals issued by ENAC; to promote and supervise the implementation of any change on rules and regulations affecting the Company Approvals (CAMO, AOC); to support the AM in dealing with Authority for all relevant matters related to the Company Approvals to transmit to the Authority and Manufacturer(s) mandatory reporting of aircraft unairworthy conditions or misconduct, to assure their following-up and monitor for corrective actions, if required to perform and co-ordinate investigations on occurrence reporting, when required to approve Exemption/Concession requests, presenting them to the Authority for final approval, when so required. For the development of his activities he is supported by: Quality Auditors Quality Inspectors The Quality Manager reports directly to the Accountable Manager.
OPERATIONS MANUAL
air italy
A 3.3 3 16 Jul 08
3.3.2 Quality Auditors The auditors have the responsibility to: take under control the planning of audits assigned perform and report the audit s assigned; respect prescription and applicable procedures about audit management plan and perform all the tasks assigned to them; produce reports about non-conformities and results of the audits; verify the effectiveness of the corrective actions at the subsequent audits; record and report to the Quality manager any difficulty met in performing the Audit; act every time with professional ethic; Auditors must respect directives applicable to the audited area. Particularly, the auditor has to: respect the foreseen limits for the audit, in terms of time and modes; act with maximum objectivity; collect all relevant documentation for the audit evaluation; point out all the audit results; Critical non-conformities must be immediately communicated to the interested department and to the QAM or AM. Quality Auditors should not have any day-to-day involvement in the area of activities which is to be audited, to ensure that they are not directly responsible for the activities to be audited. They will not be asked to approve/reject ongoing work and will not be involved in any certification of work. The Auditors report directly to the Quality Manager. 3.3.3 Quality Inspectors Quality Inspectors have the responsibility to: perform and report the inspections assigned; respect applicable procedures about inspections; plan and perform all the tasks assigned to them; produce reports about non-conformities and results of the inspections; record and report to the Quality Manager any difficulty met in performing the inspection; act every time with professional ethic; Inspectors must respect directives applicable to the inspected area. Particularly, Quality Inspectors have to: respect the foreseen limits for the inspection, in terms of time and modes act with maximum objectivity collect all relevant documentation for the inspection evaluation Critical non-conformities must be immediately communicated to the interested department and to the Quality Manager. A Quality Inspector may have day-to-day involvement in the area of activities, to which the inspected product is related. However, he/ she can not be involved in the specific process resulting into the audited product. The Quality Inspector will not be asked to approve/reject ongoing work and will not be involved in any certification of work. The Inspectors report directly to the Quality Manager. For more details on Air Italy Quality System Management, also refer to the Operator Quality Manual. 3.3 - QUALITY ASSURANCE PERSONNEL
OPERATIONS MANUAL
air italy
A 3.3 4 16 Jul 08
OPERATIONS MANUAL
air italy
GENERAL BASIC 4 CREW COMPOSITION Index
A 4.0 i 30 May 10
4 CREW COMPOSITION .................................................................................................. 1 4.1 Crew composition................................................................................................... 1 4.1.1 Minimum Flight Crew Requirements................................................................... 1 4.1.2 Flight Crew Composition..................................................................................... 1 4.1.3 In-Flight Relief .................................................................................................... 1 4.1.4 Minimum Cabin Crew Requirement .................................................................... 2 4.1.5 Additional Crew-members .................................................................................. 3 4.1.6 Cabin Crew-members during Familiarisation Flights .......................................... 4 4.1.7 Crew members other then Flight and Cabin Crew members .............................. 4 4.1.8 Minimum number of cabin crew required to be on board an aeroplane during ground operations with passengers .................................................................... 4 4.2 DESIGNATION OF THE COMMANDER.................................................................. 1 4.2.1 Chain of Command............................................................................................. 1 4.2.2 Two Captains on Duty ........................................................................................ 1 4.2.3 Extra Crew on Duty for In-Flight Relief ............................................................... 1 4.3 FLIGHT CREW INCAPACITATION ......................................................................... 1 4.3.1 The Chain of Command...................................................................................... 1 4.3.2 In Flight............................................................................................................... 1 4.3.3 On Ground.......................................................................................................... 1 4.4 OPERATION ON MORE THAN ONE TYPE ............................................................ 1 4.4.1 Flight Crew ......................................................................................................... 1 4.4.2 Cabin Crew: Type / Variant................................................................................. 1
OPERATIONS MANUAL
air italy
GENERAL BASIC 4 CREW COMPOSITION
A 4.0 ii 30 May 10
OPERATIONS MANUAL
air italy
GENERAL BASIC
4 CREW COMPOSITION
A 4.1 i 15 Apr 10
Index 4 Crew Composition.......................................................................................................... 1 4.1 Crew composition..................................................................................................... 1 4.1.1 Minimum Flight Crew Requirements..................................................................... 1 4.1.2 Flight Crew Composition....................................................................................... 1 4.1.3 In-Flight Relief ...................................................................................................... 1 4.1.3.1 Augmented Flight Crew .................................................................................. 2 4.1.3.2 Relief of the Commander................................................................................ 2 4.1.3.3 Minimum Requirements for PIC relieving the Commander............................. 2 4.1.3.4 Relief of the Co-Pilot....................................................................................... 2 4.1.3.5 Minimum Requirements for Cruise Relief Co-Pilot.......................................... 2 4.1.4 Minimum Cabin Crew Requirement ...................................................................... 2 4.1.4.1 Senior Cabin Crew (CA1) .............................................................................. 3 4.1.4.1.1 Senior Cabin Crew: Inability to Operate.................................................... 3 4.1.4.2 Cabin Crew di zona (CA2)........................................................................... 3 4.1.4.3 Minimum Cabin Crew Reduction .................................................................... 3 4.1.5 Additional Crew-members .................................................................................... 3 4.1.6 Cabin Crew-members during Familiarisation Flights ............................................ 4 4.1.7 Crew members other then Flight and Cabin Crew members ................................ 4 4.1.8 Minimum number of cabin crew required to be on board an aeroplane during ground operations with passengers ...................................................................... 4
4.1 CREW COMPOSITION
OPERATIONS MANUAL
air italy
GENERAL BASIC
4 CREW COMPOSITION
A 4.1 ii 15 Apr 10
OPERATIONS MANUAL
air italy
4 CREW COMPOSITION
GENERAL BASIC
4 CREW COMPOSITION
A 4.1 1 30 May 10
4.1 CREW COMPOSITION General Crew composition must take account of the following criteria: a) the type of aeroplane being used; b) the area and type of operation being undertaken ; c) the phase of the flight; d) the minimum crew requirement and flight duty period plan; e) experience (total and on type), recency and qualification of the crew members; f) the designation of the commander and if necessitated by the duration of the flight, the procedures for the relief of the commander or other flight crew; g) the designation of the Senior cabin crew as above if necessitated by the duration of the flight, the procedures for the relief of the Senior Cabin Crew member and any other Member of the Cabin Crew. All flight and cabin crew members before operating as active crew on Air Italy airplane must have completed all the initial and recurrent training and checking prescribed in OM Part D, and are therefore proficient to perform their assigned duties. A Crew Member must not perform his assigned duties if affected by any factor that could impair human performance, including, as a minimum: 1. while under the influence of any psyhcoactive substance; 2. while using any drugs that may affect his faculties in a manner contrary to safety; 3. if he knows or suspects that he is suffering from fatigue, illness or feels unfit for flight; 4. following deep sea diving and/or blood donation, except when a reasonable time period has elapsed; 5. during pregnancy; 6. if he does not fulfil any of the medical requirements reported in Chapter 6. 4.1.1 Minimum Flight Crew Requirements The minimum flight crew complement for all Air Italys aircraft is two pilots or as specified in the Aeroplane Flight Manual (AFM) for the particular aircraft type whichever is the greater. One of the pilots must be appointed as Commander of the aeroplane and act as head of the whole Crew. This number must, and will, be augmented as necessary in the case of individual flights to satisfy the crew training requirements and of the Authority/Air Italy flight time/duty time limitations as set out in this Manual. All flight Crew-members will hold an applicable and valid licence acceptable to the Authority and will be suitably qualified and competent to conduct the duties assigned to them. 4.1.2 Flight Crew Composition Only qualified Commanders/Co-pilots in accordance with the Operations Manual, part A chapter 5 may fly together. 4.1.3 In-Flight Relief Where in-flight relief is planned, a flight crew-member may be relieved in flight from his duties at the controls by another suitably qualified flight crew-member.
OPERATIONS MANUAL
air italy
GENERAL BASIC
4 CREW COMPOSITION
A 4.1 2 30 May 10
4.1.3.1 Augmented Flight Crew An augmented Flight Crew is a Flight Crew with a designated additional pilot. The case where an augmented Flight Crew will be required is to provide in-flight relief and thus enable an extension of the normal flight time limitations imposed at Ch 7. 4.1.3.2 Relief of the Commander The Commander may be relieved by: A. Another Captain, if present on board; B. (for operations at or above FL 200 only) a Pilot-in-Command (PIC) qualified as detailed at point 4.1.3.3. In this case, the PIC may delegate the conduct of the flight to another suitably qualified pilot. 4.1.3.3 Minimum Requirements for PIC relieving the Commander A. Have completed the left hand seat qualification; B. conversion training and checking (including Type Rating training) as prescribed by the operator conversion course (EU-OPS 1.945); C. all recurrent training and checking (including type rating training) as prescribed by Authority, included in the Operations Manual, part D (EU-OPS 1.965/8).; D. PIC route competence training qualification as prescribed by EU-OPS; 4.1.3.4 Relief of the Co-Pilot The Co-Pilot may be relieved by another suitably qualified pilot, qualified as detailed at paragraph 4.1.3.5. 4.1.3.5 Minimum Requirements for Cruise Relief Co-Pilot A. Valid Commercial Pilot Licence with Instrument Rating (CPL); B. Conversion training and checking (including Type Rating training) as prescribed by Authority, except the requirement for Take-Off and landing training; C. All recurrent training and checking as prescribed by Authority, except the requirement for Take-Off and Landing training; D. To operate in the role of Co-Pilot in the cruise only and not below FL 200; 4.1.4 Minimum Cabin Crew Requirement The actual number of cabin crew required where one or more passengers are carried is one cabin Crew-member for every 50, or fraction of 50, passengers seats installed on the same deck of the aeroplane. The minimum Cabin Crew number shall be such as to ensure a safe and expeditious evacuation of the aircraft, should the need arise. Infants are not included in the total number of passengers. Aircraft type and configuration Boeing 737-300/700 Boeing 737-400/800 Boeing 757 Boeing 767-200 Boeing 767-300 *Depending on cabin configuration Note: It is Air Italy policy to always man the cabin with at least the minimum cabin crew any time passengers are on board. 4.1 CREW COMPOSITION Minimum crew requirements (Flight Crew + Cabin Crew) 2+3 2+4 2+5 2+5/6* 2+6/7*
OPERATIONS MANUAL
air italy
A 4.1 3 30 May 10
4.1.4.1 Senior Cabin Crew (CA1) When a Cabin Crew is required, Air Italy will nominate, usually by means of the published roster, a qualified Cabin Crew as Senior Cabin Crew (CA1), who has the responsibility to the Commander for the conduct and co-ordination of normal, abnormal and emergency procedures specified in the appropriate manuals/booklets and act as head of the whole Cabin crew. If more than one Senior Cabin Crew is present on board, unless specified by the operator, CA1 will be: - The Instructor with the highest Company seniority (two or more Instructors on board); - The Instructor (only one Instructor on board); - The CA1, with the highest Company seniority (no Instructors on board). For the minimum required qualifications, see Operations Manual, part A, Ch 5. 4.1.4.1.1 Senior Cabin Crew: Inability to Operate In the event that Senior Cabin Crew Member is not available for any reason, the Company shall notify the Commander and designate as Senior Cabin Crew Member a qualified flight attendant with at least one year experience. In case of serious difficulties in communicating with the Company, the function of Senior Cabin Crew Member will be assigned by the Commander, who must ensure that the designated Flight Attendant fulfills the aforementioned requirement. The Commander may use this prerogative also in case he needs to temporarily replace the SCCM (e.g: to allow boarding passenger). 4.1.4.2 Cabin Crew di zona (CA2) When a Cabin Crew is required on wide body aircraft, the Commander will nominate, in coordination with the Senior Cabin crew, taking in account the Operator seniority, a Cabin Crew member as Cabin Crew di zona (CA2) , who has the responsibility to the Senior Cabin Crew for the conduct and co-ordination of the economy class of the A/C. 4.1.4.3 Minimum Cabin Crew Reduction THIS PROCEDURE IS APPLICABLE ONLY UNDER AUTHORISATION OF FOPH The minimum number of Cabin Crew may be reduced in unforeseen circumstances such as in the event of incapacitation or unavailability of certified Cabin Crew on out bases. The minimum Certified Cabin Crew missing may be replaced without any passenger reduction with Non Certified Cabin Crew that have completed the conversion course and undertaken at least 2 familiarisation flights. In the event that the above procedure cannot be attained the required minimum number of cabin crew may be reduced provided that: The number of passengers has been reduced in order to have at least one cabin Crewmember for every 50 passengers, or fraction of 50, on board (infants are not included in the total number of passengers). In any case, the minimum number of cabin Crew-member must be at least equal to the total number of usable exit at floor level, divided by two In both cases : An authorisation has to be received by the Flight Operations Post-Holder; A report has to be submitted to the Authority after completion of the flight. 4.1.5 Additional Crew-members Crew-members who are not required for the flight, must also be trained in, and are proficient to perform, their assigned duties. Exceptions to the previous rule are accepted in case of flight/cabin Crew-members training.
OPERATIONS MANUAL
air italy
GENERAL BASIC
4 CREW COMPOSITION
A 4.1 4 15 Apr 10
4.1.6 Cabin Crew-members during Familiarisation Flights After completion of conversion training and prior to operating as one of the minimum required cabin crew, a cabin Crew-member shall undertake familiarisation flight or 4 hours training in the aircraft on ground prior to operating as one of the minimum number of cabin crew required. The type training will be decided by the cabin crew manager and shall be appropriate to the type of aeroplane and taking into account the cabin crewmembers previous training and experience as cabin crewmember. under the supervision of a Senior Cabin Crew-member or training/check Cabin Crewmember (PAA/CAA). 4.1.7 Crew members other then Flight and Cabin Crew members In case there are crew members, other than cabin crew members as for example technicians who carry out their duties in the passenger compartment of an aeroplane, must wear at all times their uniform with the personal badge shown in order to avoid confusion with cabin crew. This personnel must not occupy a cabin crew required assigned stations or impede the cabin crew members in their duties 4.1.8 Minimum number of cabin crew requi red to be on board an aeroplane during ground operations with passengers Air Italy has no procedure to reduce the Cabin Crew present on board during ground operations with passengers on board. Therefore standard procedures apply and all cabin crew must be present on board performing their assigned duties.
OPERATIONS MANUAL
air italy
GENERAL BASIC
4 CREW COMPOSITION
A 4.2 i 15 Apr 10
Index 4.2 Designation of the Commander............................................................................. 1 4.2.1 Chain of Command............................................................................................. 1 4.2.2 Two Captains on Duty ........................................................................................ 1 4.2.3 Extra Crew on Duty for In-Flight Relief ............................................................... 1
4.2 - DESIGNATION OF THE COMMANDER
OPERATIONS MANUAL
air italy
GENERAL BASIC
4 CREW COMPOSITION
A 4.2 ii 15 Apr 10
OPERATIONS MANUAL
air italy
GENERAL BASIC
4 CREW COMPOSITION
A 4.2 1 30 May 10
4.2 DESIGNATION OF THE COMMANDER For each flight Air Italy will designate as Commander a Captain that fulfils all the applicable requirements as specified in Para 5.2.1 of this Manual. Normally designation of a Captain as Commander of a flight will be done by means of the published Tour Plan. 4.2.1 Chain of Command The following chain of command must be observed: A. The Commander; B. Co-pilot (in case the flight crew includes more than one co-pilot either Captains, F/Os or S/Os -, responsibility is assumed based on rank and seniority, if ranks are equivalent); C. Senior Cabin Crew; D. Cabin Crew Member, according to the Company Seniority as qualified Cabin Crew. The person who succeeds the Commander will take authority over all other persons on board the aircraft. Variations from this complement can occur during some flights (e.g. Line Checks), in which case the chain of command will be established by the Commander before departure and made clear to all concerned. 4.2.2 Two Captains on Duty Where two Captains are flying together, the Commander will be designated by Flight Operation Post-Holder indicated on the Tour Plan. If a TRE/TRI/LTI is on board the higher rank present on board will be the commander. 4.2.3 Extra Crew on Duty for In-Flight Relief When extra crew are carried to provide in-flight relief, the following shall apply: A. the captain of the main crew is the legal Commander of the flight and must be seated at the controls for take off and landing; B. a captain operating as a relief crewmember shall operate under the command of the legal Commander of the aircraft. He will assume command only in the event of the incapacitation of the legal Commander.
OPERATIONS MANUAL
air italy
GENERAL BASIC
4 CREW COMPOSITION
A 4.2 2 30 May 10
OPERATIONS MANUAL
air italy
GENERAL BASIC
4 CREW COMPOSITION
A 4.3 i 15 Apr 10
Index 4.3 Flight Crew Incapacitation ..................................................................................... 1 4.3.1 The Chain of Command...................................................................................... 1 4.3.2 In Flight............................................................................................................... 1 4.3.3 On Ground.......................................................................................................... 1
4.3 - FLIGHT CREW INCAPACITATION
OPERATIONS MANUAL
air italy
GENERAL BASIC
4 CREW COMPOSITION
A 4.3 ii 15 Apr 10
OPERATIONS MANUAL
air italy
GENERAL BASIC
4 CREW COMPOSITION
A 4.3 1 30 May 10
4.3 FLIGHT CREW INCAPACITATION 4.3.1 The Chain of Command Refer to para 4.2.1 of this Manual. If the Commanders successor is not at the controls of the aircraft, the Pilot at the controls will be the Commander until the designated successor relives him. 4.3.2 In Flight Succession of command in case of incapacitation of the Commander is shown in para 4.2.1 of this Manual. Once landed, the flight will not depart from the aerodrome, unless another pilot who satisfies all the requirements in order to be employed as Commander (see previous paragraph 4.2) is included in the crew. Refer also to Operations Manual, part A, paragraph 8.3.14 Incapacitation of crew members. 4.3.3 On Ground If the Commander cannot continue his command of the flight, the flight will not depart from the aerodrome where it has landed.
OPERATIONS MANUAL
air italy
GENERAL BASIC
4 CREW COMPOSITION
A 4.3 2 30 May 10
OPERATIONS MANUAL
air italy
A 4.4 i 16 Jul 08
Index 4.4 Operation on more than one Type .............................................................................. 1 4.4.1 Flight Crew............................................................................................................ 1 4.4.2 Cabin Crew: Type / Variant................................................................................... 1
4.4 - OPERATION ON MORE THAN ONE TYPE
OPERATIONS MANUAL
air italy
A 4.4 ii 16 Jul 08
OPERATIONS MANUAL
air italy
A 4.4 1 15 Dec 09
4.4 OPERATION ON MORE THAN ONE TYPE 4.4.1 Flight Crew An Air Italys holder of a pilot license will not act in any capacity as a pilot of an airplane except as a pilot undergoing skill testing or receiving flight instruction unless the holder has a valid and appropriate type rating. When a type rating is issued limiting the privileges to acting as co-pilot only, or to any other conditions agreed within EU, such limitations are endorsed on the rating. For specific of non-revenue special purpose flights e.g. aircraft flight testing, special authorization may be provided in writing to the license holder by the Authority in place of issuing the type rating in accordance with EU-FCL 1.225. This authorization will be limited in validity to completing a specific task.. B757/B767 according to appendix 1 to EU-FCL1.220, belong to the same type, they are only different variant. For limitations on operations on both variant refer to Ch 5.2.5. Before Exercising the privileges of two licence endorsements Air Italy Pilots must satisfy following requirements: Air Italy Pilots must have completed two consecutives Operator Proficiency checks and must have 500hrs in the relevant type on line operations with Air Italy In case of a pilots having experience with Air Italy and exercising the privileges of two licence endorsements, and then being promoted to command with Air Italy, on one of those types the required minimum experience as commander is 6 months and 300 hrs, and the pilot must have completed two consecutive OPC before again being eligible to exercise two licence endorsements. In order to maintain the validity of the two endorsements on the licence the pilot must satisfy following requirements: 1 Licence Proficiency Check for each type rating to be performed every year (1 LPC on B737 and 1 LPC on B757/767) 1 Operator Proficiency Check and 1 Recurrent training for each type to be performed every two years (OPC+RT on B737 on first year, 1 OPC+RT on B757/767 on second Year) Detailed programs for operations on more than one type is reported on OM part D. 4.4.2 Cabin Crew: Type / Variant For the purpose of the cabin crew scheduling, in accordance with EU OPS 1.1030, can be operate, after receiving prescribed training on 737 and B757/B767 (that belong to the same type).
OPERATIONS MANUAL
air italy
A 4.4 2 15 Dec 09
OPERATIONS MANUAL
air italy
GENERAL BASIC 5 QUALIFICATION REQUIREMENTS
A 5.0 i 30 May 10
Index 5 QUALIFICATION REQUIREMENTS................................................................................ 1 5.1 Description of Requirements needed ..................................................................... 1 5.1.1 Requirements and Responsibilities....................................................................... 1 5.1.2 Flight Crew-members ........................................................................................... 2 5.1.3 Cabin Crew-members........................................................................................... 3 5.2 FLIGHT CREW........................................................................................................... 1 5.2.1 General................................................................................................................. 1 5.2.2 Flight Crew Experience Requirements ................................................................. 1 5.2.3 Personnel ............................................................................................................. 2 5.2.4 Recent Experience ............................................................................................... 3 5.2.5 Operation of more than one Type or Variant ........................................................ 4 5.2.6 Qualifications and Grading ................................................................................... 7 5.2.7 Flight Crews Training, Checking and Supervising ................................................ 8 5.2.8 Records .............................................................................................................. 12 5.3 CABIN CREW ............................................................................................................ 1 5.3.1 Minimum Requirements........................................................................................ 1 5.3.2 Senior Cabin Crew (CA1) ..................................................................................... 1 5.3.3 Cabin Crew........................................................................................................... 1 5.3.4 Operation on more than one Type or Variant ....................................................... 2 5.3.5 Qualification and Gradings ................................................................................... 2 5.3.6 Area Qualification ................................................................................................. 3 5.3.7 Cabin Crews Training, Checking & Supervising ................................................... 3 5.3.8 Checking............................................................................................................... 5 5.3.9 Training Records .................................................................................................. 5 5.4 TRAINING, CHECKING & SUPERVISION PERSONNEL ......................................... 1 5.4.1 General................................................................................................................. 1 5.4.2 Cabin Crew........................................................................................................... 6 5.5 OTHER OPERATIONS PERSONNEL ....................................................................... 1 5.5.1 Operations Personnel other than Crew Members................................................. 1
OPERATIONS MANUAL
air italy
A 5.0 ii 30 May 10
OPERATIONS MANUAL
air italy
GENERAL BASIC
5 QUALIFICATION REQUIREMENTS
A 5.1 i 30 May 10
Index 5 Qualification requirements ............................................................................................ 1 5.1 Description of Requirements needed ..................................................................... 1 5.1.1 Requirements and Responsibilities....................................................................... 1 5.1.1.1 Appointment Requirements ............................................................................ 1 5.1.1.2 Training Responsibilities ................................................................................. 1 5.1.1.3 Laws, Regulations and Procedures Operators Responsibilities.................. 1 5.1.1.4 Authority of the Commander ........................................................................... 1 5.1.1.5 Crew Responsibilities ..................................................................................... 1 5.1.2 Flight Crew-members ........................................................................................... 2 5.1.2.1 Recruitment .................................................................................................... 2 5.1.2.1.1 Minimum requirements ............................................................................. 2 5.1.2.1.2 Recruitment Process ................................................................................ 2 5.1.2.1.3 Exceptions ................................................................................................ 2 5.1.2.1.4 Employment.............................................................................................. 2 5.1.2.2 Standards of Performance.............................................................................. 2 5.1.2.2.1 General ..................................................................................................... 2 5.1.3 Cabin Crew-members........................................................................................... 3 5.1.3.1 Recruitment .................................................................................................... 3 5.1.3.1.1 Minimum Requirements ............................................................................ 3 5.1.3.1.2 Recruitment Process ................................................................................ 3 5.1.3.2 Standards of Performance.............................................................................. 4 5.1.3.2.1 General ..................................................................................................... 4
5.1 QUALIFICATION REQUIREMENTS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 5.1 ii 30 May 10
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 5.1 1 16 Jul 08
5 QUALIFICATION REQUIREMENTS 5.1 DESCRIPTION OF REQUIREMENTS NEEDED This chapter contains a description of the required licenses, ratings, qualifications (e.g. for route and aerodromes), experience, courses, training, checking and recency for Operations personnel to conduct their duties. For more details about the topic, refer to the Operations Manual, part D. 5.1.1 Requirements and Responsibilities 5.1.1.1 Appointment Requirements According to the regulations laid down in the EU-OPS 1 and by the Authority, it is Operator's responsibility to appoint only such crew-members who: holds valid licenses; have successfully passed the required training and checking for all the Crews (Flight Crew and Cabin Crew) as outlined in this chapter. Specific Operator requirements have also been established. 5.1.1.2 Training Responsibilities The objective and extent of all training will be determined by the FOPH and the CTPH in accordance with national, international and Operator regulations. The training programs must be established under the authority of the Crew Training PostHolder. 5.1.1.3 Laws, Regulations and Procedures Operators Responsibilities Air Italy will ensure that: all employees are made aware that they shall comply with the laws, regulations and procedures of those State in which operations are conducted and which are pertinent to the performance of their duties; all crew-members are familiar with the laws, regulations and procedures pertinent to the performance of their duties. 5.1.1.4 Authority of the Commander All persons carried in the airplane will obey all lawful commands given by the Commander for the purpose of assuring the safety and security of the airplane and of persons or property carried therein. 5.1.1.5 Crew Responsibilities A crew-member must be responsible for the proper execution of his duties that: are related to the safety and security of the airplane and its occupants; are specified in the instructions and procedures lay down in the Operations Manual. A crew-member shall: report to the Commander any incident that has endangered, or may have endangered safety or security; make use of the appropriate reporting forms (when applicable) as outlined in the Operations Manual. In all such cases, a copy of the report(s) shall be communicated to the Commander concerned.
OPERATIONS MANUAL
air italy
5.1.2.1 Recruitment
GENERAL BASIC
A 5.1 2 30 May 10
5.1.2 Flight Crew-members 5.1.2.1.1 Minimum requirements Each attendant will present a Curriculum Vitae. Attendant must satisfy the minimum requirements here below reported: EU nationality; age in accordance with type of employment; licenses in accordance with type of employment; according EU OPS requirements and applicable national regulations. no Military service pending; it is Air Italy policy to employ pilots with experience in accordance with Ch 5.2.2. If the minimum requirement are satisfied or if the situation is not clear (i.e. Curriculum Vitae doesnt give all the information needed), attendant will be asked to file the Pilot Application Form. Curriculum Vitae and Pilot Application Form are evaluated by the Flight Operations Post Holder or Ad Hoc nominated person by the Accountable Manager. 5.1.2.1.2 Recruitment Process Once the minimum requirement above are fulfilled, the attendant will be asked to: file the Pilot Application Form, if not yet done; provide a security background statement, in accordance with State of Nationality applicable laws; file a technical questionnaire, if considered feasible; perform an English language check; meet with the Flight Operation Post Holder or delegated person by the Accountable Manager; perform a simulator assessment if deemed necessary by the FOPH This process can be interrupted at any stage if going through the complete flow is considered useless. At the end of the Recruitment Process, the result of the evaluation will be communicated to candidate. 5.1.2.1.3 Exceptions Air Italy can modify: Minimum requirements; Recruitment Process. 5.1.2.1.4 Employment Upon receiving a positive evaluation, candidate will receive information about the date to proceed to Human Resource Office and thus been employed. As soon as he/she starts to be employed, he/she will receive by the Flight Operations Department the material needed to start the operations with Air Italy. 5.1.2.2 Standards of Performance 5.1.2.2.1 General The standards of performance define the professional quality required for Flight Crewmembers. They consist of two major parts: Personality and Performance. A. Personality. 5.1 QUALIFICATION REQUIREMENTS
OPERATIONS MANUAL
air italy

GENERAL BASIC
A 5.1 3 30 May 10
Overall standard. Stable and balanced personality. Reliability. Willingness for discipline. Development capability. Sociability. Ability to work in a team. Loyalty. Ability to differentiate. Leadership. Physical and mental fitness. B. Performance. Each flight crew-member must fulfill all requirements as listed in paragraph 5.2 of the present manual. His ability to do so is subject to regular assessments and tests. Training and qualification is carried out by the instruction personnel. For more details, refer to the Operations Manual, part D. If any deficiencies are detected, actions and decisions will be initiated by the Flight Operations Post-Holder in coordination with the Crew Training Post-Holder. 5.1.3 Cabin Crew-members cabin crew member means any crew member, other than a flight crew member, who performs, in the interests of safety of passengers, duties assigned to him/her by the operator or the commander in the cabin of an aeroplane. Cabin Crew must wear company uniform while on duty. 5.1.3.1 Recruitment 5.1.3.1.1 Minimum Requirements The following are normally the minimum requirements established in relation to cabin crew. Air Italy should change the minimum requirements at his discretion. A. A minimum age of 20 years; B. A maximum age of 32 years; C. educational qualifications: Diploma di scuola media superiore or equivalent school degree for EU members D. The successful completion of an initial medical examination or assessment and is found medically fit to discharge the duties specified in the relative Operations Manual. Subsequently the cabin crew-member concerned is required to maintain the degree of medical fitness necessary to enable him to carry out his duties. Medical records in respect of cabin crew will be maintained by the Cabin Crew Manager; E. The satisfaction of all Operator cabin crew training requirements; F. Competent to perform his duties in accordance with the procedures specified in the Operations Manual. 5.1.3.1.2 Recruitment Process It is Air Italy responsibility to verify that recruitment is done in accordance with national and EU regulation.
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 5.1 4 30 May 10
5.1.3.2 Standards of Performance 5.1.3.2.1 General The standards of performance define the professional quality required for flight crewmembers. They consist of two major pads: personality and performance. A. Personality: Overall standard; stable and balanced personality; self responsibility; sociability; willingness to serve; frankness; approach to customers; ability to work in a team; physical and mental fitness. B. Performance: Each cabin crew-member must fulfill all requirements as listed in paragraph 5.3 of the present manual. His ability to do so is subject to regular qualifications. Training and qualification is carried out by PAA/CAA, Senior cabin crew-member or by delegated personnel. If any deficiencies are detected, actions and decisions will be initiated by Senior Cabin Crew.
OPERATIONS MANUAL
air italy
A 5.2 i 30 May 10
Index 5.2 Flight Crew ................................................................................................................1 5.2.1 General................................................................................................................. 1 5.2.2 Flight Crew Experience Requirements ................................................................. 1 5.2.3 Personnel ............................................................................................................. 2 5.2.3.1 Nomination of the Commander ....................................................................... 2 5.2.3.2 Pilot-In-Command........................................................................................... 2 5.2.3.3 Co-pilot ........................................................................................................... 3 5.2.3.4 Pilot in line flying under Supervision............................................................. 3 5.2.3.5 Company Observer Pilot................................................................................. 3 5.2.3.6 System Panel Operator .................................................................................. 3 5.2.3.7 Particular cases .............................................................................................. 3 5.2.3.7.1 Part-time basis Flight crew........................................................................ 3 5.2.3.7.2 Combined Command and Conversion Course ......................................... 3 5.2.3.7.3 Pilot Qualification to Operate in either Pilots Seat.................................... 3 5.2.4 Recent Experience ............................................................................................... 3 5.2.4.1 Commander .................................................................................................... 3 5.2.4.2 Co-pilot ........................................................................................................... 4 5.2.4.3 Cruise Relief Co-pilot...................................................................................... 4 5.2.4.4 Extension ........................................................................................................ 4 5.2.4.5 Low Visibility Operations (LVO) ...................................................................... 4 5.2.4.6 ETOPS/MNPS/RVSM..................................................................................... 4 5.2.4.7 Crewing of Inexperienced Flight Crew Members ........................................... 4 5.2.5 Operation of more than one Type or Variant ........................................................ 5 5.2.5.1 General........................................................................................................... 5 5.2.5.2 Within Approved Grouping.............................................................................. 6 5.2.5.3 Reserved ........................................................................................................ 6 5.2.5.4 Currency ......................................................................................................... 6 5.2.5.5 Limitations ...................................................................................................... 6 5.2.6 Qualifications and Grading ................................................................................... 7 5.2.6.1 Composition of Qualifications ......................................................................... 7 5.2.6.2 Grading for Qualifications ............................................................................... 7 5.2.6.3 Definition of Grading ....................................................................................... 7 5.2.6.4 Consequences of Failure and Follow-up Actions............................................ 8 5.2.7 Flight Crews Training, Checking and Supervising ................................................ 8 5.2.7.1 Conversion Training and Checking................................................................. 8 5.2.7.2 Route and Aerodrome Competence Qualification........................................... 8 5.2.7.2.1 Route Competence Qualification .............................................................. 8 5.2.7.2.2 Aerodrome Competence Qualification ...................................................... 9 5.2.7.3 Recurrent Training and Checking ................................................................... 9 5.2.7.4 Either Pilots Seat Qualification and Checking ................................................ 9 5.2.7.5 Difference Training ....................................................................................... 10 5.2.7.6 Familiarisation Training................................................................................. 10 5.2.7.7 Command Course and Checks..................................................................... 10 5.2.7.7.1 Minimum Experience Levels ................................................................... 10 5.2.7.7.2 Command Course................................................................................... 10 5.2.7.8 Low Visibility Operations Training and Qualifications ............................... 10 5.2.7.8.1 Low Visibility Take-off ............................................................................. 11 5.2.7.8.2 Category II and III Approaches ............................................................... 11 5.2.7.9 ETOPS/MNPS/RVSM Training ..................................................................... 11 5.2 - FLIGHT CREW
OPERATIONS MANUAL
air italy
A 5.2 ii 30 May 10
5.2.7.10 Re-qualification Training and Checking...................................................... 12 5.2.7.10.1 Theoretical Training and Checking....................................................... 12 5.2.7.10.2 Aeroplane / Flight Simulator Training and Checking. ........................... 12 5.2.7.11 TRE, SFE, TRI, SFI, LTI and GDI Training ................................................ 12 5.2.7.12 Dangerous Goods Training ........................................................................ 12 5.2.7.13 Security Training ........................................................................................ 12 5.2.8 Records.............................................................................................................. 12
5.2 - FLIGHT CREW
OPERATIONS MANUAL
air italy
A 5.2 1 30 Apr 10
5.2 FLIGHT CREW 5.2.1 General The minimum requirements for employment and promotion are specified by Air Italy in accordance with the operation of the Operator, adhering with ICAO, EU-OPS and national Authority regulations. All training and checking programmes are specified in the Operations Manual, part A, part D, and all the applicable manuals officially recognised by Air Italy and presented to the Authority. Before operating as a Flight Crew Member on Air Italy aircraft, a pilot must meet all relevant requirements as stated in this chapter. Specifically, he must hold proof of: Pilot Licence (JAR-FCL-ATPL, JAR-FCL-CPL) with Multi Engine Instrument Rating (IR); Type Rating (TR) Instructor (TRI), evaluator (TRE), line trainer (LTI), line checker (LTC) qualifications, as applicable; Medical Status, including Medical Certificate (shall not be valid for a period greater than 12 months); Fluency in English (Minimum ICAO Level 4); Reduced Vertical Separation Minima (RVSM) training; Equipment qualification (TCAS, GPWS, E-GPWS) training; Basic Required Navigation Performance (B-RNAV) training; Low Visibility Procedures (LVTO and Cat II/III operations) qualification, if required; Route and Aerodrome Competence; CRM/Human Factor training; Security training; Transportation of Dangerous Goods training, if required; Extended Range Operations (ETOPS) qualification, if required; Minimum Navigation Performance System (MNPS) qualification, if required. 5.2.2 Flight Crew Experience Requirements A. Initial Appointment. a. Commanders [Experienced on Type] Total Number of Flight Hours Total Flight Hours as Pilot in Command (P1) on FAR/EU 25 a/c Total on Type b. Commanders [With Less than Required Experience on Type] Total Number of Flight Hours Total Flight Hours as Pilot in Command (P1) on FAR/EU 25 a/c Total Flight Hours of Airline/Corporate/Military Transport Experience
5,000* 1,500* 500*
5,000* 1,500* 500*
5.2 - FLIGHT CREW
OPERATIONS MANUAL
air italy
A 5.2 2 15 Apr 10 1,500* 500* 200*
c. First Officers Total Number of Flight Hours Total Number of Flight Hours on FAR/EU 25 a/c Total Flight Hours of Airline/Corporate/Military Transport Experience d. Second Officers Total Number of Flight Hours Total Turbine/Flight Simulator Hours MCC (Multi-Crew Co-Operation Course) e. Cruise Relief Co-Pilot Total Number of Flight Hours Total Turbine/Flight Simulator Hours MCC (Multi-Crew Co-Operation Course)
1000* 50* Completed 250* 50* Completed
B. Promotion Within the Operator The following are requirements which have to be satisfied for promotion within the Operator from: a. First Officer to Commander: See 5.2.7.7.1 b. Second Officer to First Officer. Total Hours of Flight on a/c Type 1,000* Company seniority 18 Months* c. Cruise Relief Co-Pilot to Second Officer. Total Hours of Flight on a/c Type 350* ( * ) The Flight Operations Post-Holder, in co-ordination with the Crew Training PostHolder, may reduce the minimum requirements after candidates evaluation with the approval of the Accountable Manager. Factorisation Criteria: - 1 flight hour on light A/C - helicopter is valid 1/5 of hour factored - 1 flight hour on A/C with a MTOM of 18.000Kg or more is valid 1 hour factored - 1 flight hour on military fighter A/C is valid 1/3 of hour factored - 1flight hour on military transport A/C is valid 1 hour factored 5.2.3 Personnel 5.2.3.1 Nomination of the Commander Before appointing a Pilot as Commander he must meet the requirements stated in the appropriate paragraph and a Commission headed by the CEO and composed by FOPH, CTPH, FSM and Human Resource Mngr must give the final release 5.2.3.2 Pilot-In-Command The Commander may be relieved in flight of his duties at the controls by another qualified Flight Crew Member who then will act as Pilot-In-Command (PIC). It must be understood that, in accordance with Appendix 1 to EU-OPS 1.940, even if the co-pilot is the Pilot Flying, he is not the Pilot-In Command, unless he meets the requirement stated in chapter 4 of the present manual. Prior to being assigned as Commander or Pilot-In-Command (PIC), the Pilot must have obtained adequate knowledge of the route to be flown and of the aerodromes (including alternates), facilities procedures to be used.
5.2 - FLIGHT CREW
OPERATIONS MANUAL
air italy
A 5.2 3 15 Apr 10
5.2.3.3 Co-pilot Co-pilot is a Flight Crew Member acting in any piloting capacity, other than as Pilot-InCommand or Commander. If he meets the requirements as stated in chapter 4 of the present manual, he may become Pilot-In-Command for part of the flight. The Co-pilot normally occupies the right hand pilot seat. 5.2.3.4 Pilot in line flying under Supervision During flying training and checking as part of conversion course or as part of the command course when upgrading to Commander, the Flight Crew Members have to fly a minimum number of sectors and/or flying hours under the supervision of a specifically trained for the task and nominated Commander. Refer to O.M. part D. 5.2.3.5 Company Observer Pilot The Observer is a new Company Flight Crew Member identified in Company Personnel Organisation to enclose Flight Crew with very limited flying experience. As a minimum professional requirement, an applicant observer must hold a valid and updated Commercial Licence. His/her presence will be limited to familiarise himself with Company, communication, aircraft and FMS procedures. 5.2.3.6 System Panel Operator Not Applicable with current Air Italy fleet. 5.2.3.7 Particular cases 5.2.3.7.1 Part-time basis Flight crew When engaging the services of Flight Crew Members who are working on a freelance or part-time basis, the requirements contained in this chapter must be met. Particular attention will be paid to the total number of aircraft type or variants that a Flight Crew Member may fly for the purpose of commercial air transportation, which must not exceed the requirements prescribed in EU-OPS and reported in the appropriate paragraph, including when his services are engaged by another operator. 5.2.3.7.2 Combined Command and Conversion Course If a pilot is converging from one aeroplane type of variant to another when upgrading to Commander the command course shall also include a conversion course. Refer to O.M. part D. 5.2.3.7.3 Pilot Qualification to Operate in either Pilots Seat Pilots whose duties also require them to operate in other seat than their normal one,, or Commanders required to conduct training or examining duties from the right-hand seat, shall complete additional training and checking as specified in this chapter and in the Operations Manual, part D. 5.2.4 Recent Experience 5.2.4.1 Commander A pilot shall not operate an aeroplane as Commander unless he has carried out at least three take-off and three landings as pilot flying in an aeroplane of the same type or Flight Simulator of the airplane type to be used, in the preceding 90 days.
5.2 - FLIGHT CREW
OPERATIONS MANUAL
air italy
A 5.2 4 30 May 10
5.2.4.2 Co-pilot A Co-pilot does not serve at the flight controls during take-off and landing unless he has operated the controls as a pilot for three take-offs and landings in an airplane of the same type or Flight Simulator of the airplane type to be used, in the preceding 90 days. 5.2.4.3 Cruise Relief Co-pilot Recent experience as prescribed in EU-OPS 1.970 is not required. However, the pilot shall carry out flight simulator recency and refresher flying skill training at intervals not exceeding 90 days. This refresher training may be combined with the training prescribed in EU-OPS 1.965. 5.2.4.4 Extension The 90 days period prescribed above may be extended up to a maximum of 120 days by line flying under the supervision of a TRI or TRE. For periods beyond 120 days, the recency requirement is satisfied by a training flights or use of a Flight Simulator for the airplane type to be used. The company is authorized to re-qualificate pilots only up to one year. After one year must refer to an approved TRTO 5.2.4.5 Low Visibility Operations (LVO) In conjunction with the normal recurrent training and operator proficiency checks, the required number of approach, to maintain Category II and Category III qualification has to be a minimum of three within the validity period of the OPC (one may be substituted by an approach and landing in the aeroplane using approved Cat II or III procedures). One missed approach shall be flown during the conduct of the OPC. Recency for Low Visibility Take-Off (LVTO) is maintained by retaining the CAT II or CAT III qualification prescribed. At least one low visibility take-off to the lowest applicable minima shall be flown during the conduct of the OPC. 5.2.4.6 ETOPS/MNPS/RVSM If the sector(s) to be operated include any ETOPS/MNPS/RVSM segments, all Flight Crew Members must hold a current qualification. The present qualification is valid for 12 months, extended for further 3 months if a flight has been operated in the areas of qualification in the last 3 months of the expiring period. Re-validation is performed by a ground refresher training and checking. 5.2.4.7 Crewing of Inexperienced Flight Crew Members It is Air Italy responsibility to avoid crewing two inexperienced pilots for the same crew. A Flight Crew Member is considered inexperienced following completion of a Type Rating or Command Course and the associated line flying under supervision, until he has achieved on the Type either: 100 flying hours and flown 10 sectors within a consolidation period of 120 consecutive days; or 150 flying hours and flown 20 sectors (no time limit). A lesser number of flying hours or sectors, subject to any other conditions which the Authority may impose, may be acceptable by the Authority when: Air Italy introduces a new aeroplane type; or Flight Crew Members have previously completed a type conversion course with approved TRTO.
5.2 - FLIGHT CREW
OPERATIONS MANUAL
air italy
A 5.2 5 30 May 10
5.2.5 Operation of more than one Type or Variant 5.2.5.1 General A Flight Crew Member will not operate on more than one type or variant, unless the Flight Crew Member is competent to do so. When considering operations of more than one type or variant, the differences and/or similarities of the aeroplanes concerned must justify such operations, taking account of the following: the level of technology; the Operations procedures; the handling characteristics. Flight Crew Member operating more than one type or variant must comply with the requirement contained in this paragraph, unless the Authority has approved the use of credit(s) related to the training, checking and recent experience requirements. For any operations on more than one type or variant, appropriate procedures and/or Operational restrictions will be published by the operator in the present manual. These publications, approved by the Authority, will cover the following points: the Flight Crew Members minimum experience level; the minimum experience level on one type or variant before beginning training for operations of another type or variant; the process whereby flight crew qualified on one type or variant will be trained and qualified on another type or variant; all applicable recent experience requirements for each type or variant. When a Flight Crew Member operates more than one aeroplane type or variant but not within one licence endorsement (B757/767 and B737):, it must be checked that the minimum flight crew complement specified in the Operations Manual is the same for each type or variant to be operated; a Flight Crew Member does not operate more than two aeroplane types or variants for which a separate licence endorsement is required; only aeroplanes within one licence endorsement are flown in any one flight duty period unless procedures to ensure adequate time for preparation has been established. Before commencing training for and operation of another type or variant, Flight Crew Members must have completed 3 months and 150 hours flying on the base aeroplane, and this must include at least one proficiency check. After completion of the initial line check on the new type, 50 hours flying or 20 sectors must be achieved solely on aeroplanes of the new type rating Note: before exercising the privileges of 2 licence endorsement following limitations apply: Flight Crew Members must have completed two consecutive operator proficiency checks and must have 500 hours in the relevant crew position in commercial air transport operations with the same operator. In the case of a pilot having experience with an operator and exercising the privileges of 2 licence endorsements, and then being promoted to command with the same operator on one of those types, the required minimum experience as commander is 6 months and 300 hours, and the pilot must have completed 2 consecutive operator proficiency checks before again being eligible to exercise 2 licence endorsements. Emergency equipment and safety training and checking must cover all requirements for each type Operator Proficiency, that are required 2 per Yr must be planned so that every six months a different type or variant is used (e.g. one check on the 757/767 the other on the 737) if 5.2 - FLIGHT CREW
OPERATIONS MANUAL
air italy
A 5.2 6 30 May 10
the airplane are from two different endorsement that 4 operator proficiency check are required (2 for each licence endorsement, unless Credit are obtained from the Authority. Furthermore only aeroplane within one licence endorsement are flown in any one duty period (each rotation).
Note: According to Appendix 1 to EU-FCL 1.220, B757 and B767 are reported on the same licence endorsement, but the symbol (D) reported on column 3 indicated that differences training is required, because B757and B767 are separated by the use of a line in column 2, the same for B737 EFIS (3/4/500) and NG (6/7/8/900). Therefore no other limitations apply. 5.2.5.2 Within Approved Grouping For operation of more than one variant or type within an approved grouping the following criteria must be met: A. The Flight Crew Members minimum experience level; B. Programmes for training and qualification for Flight Crew Members qualified on one type or variant for another type of variant will be specified in the Operations Manual, part D and approved by the Authority; Additional recency requirements that may be required by the operation in specific cases. 5.2.5.3 Reserved 5.2.5.4 Currency The requirements with regards to recurrent training and checking are the same for each type of aeroplane used and should be maintained current for each type. 5.2.5.5 Limitations For aeroplanes with a maximum certificate take-off mass exceeding 5,700 kg, or with a type certification for the carriage of more than 19 passengers, the Flight Crew Member should not fly aeroplanes in more than two separate approved groupings. 5.2 - FLIGHT CREW
OPERATIONS MANUAL
air italy
A 5.2 7 30 May 10
Before the flight crew commences conversion onto a new type or variant from a second approved grouping, specific ENAC authorisation must be obtained. 5.2.6 Qualifications and Grading Qualifications serve the following purposes: A. To give the Flight Crew Member a feedback on his general behaviour, attitude to work and leadership. B. To show the Flight Crew Member the quality of his work in relation to the required standard, with special emphasis on points that should be improved. C. To record the performance of a Flight Crew Member during: a particular course, a particular period, a check. A Flight Crew Member having received a grading not satisfactory must be given an explanation to his qualification. Since Flight Crew Members must be in good physical and mental condition for flight duty, no subsequent claim of indisposition as an excuse for a grading not satisfactory can be accepted. Qualifications shall be treated confidentially. Qualifications and checks are established and put forward in written form by the responsible Instructor (TRI/SFI/LTI) or Check Pilot (TRE/SFE/LCC) in accordance with current forms and instructions. The signature of the Flight Crew Member on the check form means that note has been taken of the qualification but not necessarily agreement with the given grading. 5.2.6.1 Composition of Qualifications In general, a qualification consists of two parts: A wording describing the performance and behaviour. A grading. 5.2.6.2 Grading for Qualifications All qualifications are generally divided into two groups: Satisfactory or Pass. Not satisfactory or Failed. This separation clearly defines whether the requirements for passing a course, a check or renewal of license as required by the authority are fulfilled. Grading between satisfactory and not satisfactory are not tolerated. Problems in connection with the grading satisfactory shall be described in words. Tests are considered Satisfactory if the score is at or above 80%. 5.2.6.3 Definition of Grading The grading is defined as follows: A. Satisfactory or Pass The required company standard is achieved with due regard to performance, ability, general knowledge and behaviour. Errors and weak points, which, if accumulated, could lead to serious problems, have to be written down under Remarks. A marginal performance is temporarily acceptable only during line training and considering the level of experience of the trainee. B. Not satisfactory or Failed The required standard is not reached, overall result is poor and not acceptable.
5.2 - FLIGHT CREW
OPERATIONS MANUAL
air italy
A 5.2 8 30 May 10
5.2.6.4 Consequences of Failure and Follow-up Actions Whenever the grading not satisfactory, failed or satisfactory with marginal performance is given as an overall grading, follow up action has to be taken by the Crew Training PostHolder. Additionally, if a not satisfactory has to be given as overall grading, any flight assignment except training flights of the Flight Crew Member concerned shall be cancelled and the follow up action has to be taken immediately. Satisfactory without remarks must be reached as final qualification: after conversion course as Commanders and Co-pilots; after command course from Co-pilot to Commander. 5.2.7 Flight Crews Training, Checking and Supervising These are the training course and the checks required by Air Italy to the Flight Crew Members, in accordance with all regulations (Italian regulations, EU-OPS 1 and EU-FCL): Air Italy Conversion Course and Checks; Route and Aerodrome Competence qualification; Recurrent Training and Checking; Pilot Qualification to Operate in either Pilots Seat and checking; Familiarisation Training and Checks; Command Course and Checks; All Weather Operations Training and Checking; Re-qualification Training and Checking; TRE, SFE, TRI, SFI, and LTI Training and Checks; ETOPS/MNPS/RVSM Training and Checking; Dangerous Goods Training and Checks; Security Training and Checks Since no System Panel Operators are employed on the Air Italy aeroplanes, System Panel Operator Training, Checking and Supervising are omitted. 5.2.7.1 Conversion Training and Checking Type Rating Training and checking must be conducted in an approved TRTO. The minimum standards of qualifications and experience required before undertaking a conversion training are specified in the appropriate paragraph of this manual. A flight crew shall complete an operators conversion course before commencing unsupervised line flying in the company: A. when changing aeroplane for which a new type of class rating is required; or B. when changing the Operator. The conversion training will be conducted by suitably qualified persons in accordance with a detailed course syllabus included in the Operations Manual, part D and accepted by the Authority. The amount of training required is determined after due note has been taken of the Flight Crew Members previous training and experience as recorded in his training and flight records. Details can be found in the Operations Manual, part D. 5.2.7.2 Route and Aerodrome Competence Qualification 5.2.7.2.1 Route Competence Qualification Depending on the complexity of the route as assessed by the State/FOPH, the following methods of familiarisation will be used: 5.2 - FLIGHT CREW
OPERATIONS MANUAL
air italy
A 5.2 9 30 May 10
A. For less complex routes, familiarisation by self briefing with route documentation or by means of programmed instruction; B. For more complex routes (e.g. routes over difficult terrain, and/or into special airposrts), in addition to sub-paragraph A above, at least an in-flight familiarisation is required whilst acting as Observer or Co-Pilot. For the purpose of re-qualification only, a pictorial review, simulator training or briefing by a LTC is acceptable. The Commander and other pilots eligible to be Pilot in Command (PIC) must hold a valid Route Competence Qualification covering the intended area of operations. Route Competence Qualification is valid for a period of 12 calendar months in addition to the remainder of: The month of qualification or The month of the latest operation on the route. Details can be found in the Operations Manual, part D. 5.2.7.2.2 Aerodrome Competence Qualification Aerodrome are categorised as detailed in the OM Part C Ch 2. Aerodrome Competence Qualification is valid for a period of twelve calendar months in addition to remainder of the month of qualification or the month of the latest operation on the route. Flight crew qualification required to operate into these categorised airfields are as follows: Category A. Unrestricted to all Flight Crew Members who are in current operating practice and have an area competence coverage for the area in which the airfield is situated. Category B. Airfields which require clearance by a briefing or self-briefing. Each Flight Crew Member must certify that his briefing or self-briefing has been completed before operating on that particular aerodrome. Category C. Airfields which must be briefed and must be visited as Co-Pilot. Details can be found in the Operations Manual, part D. For the purpose of re-qualification only, a pictorial review, simulator training or briefing by a LTC is acceptable. 5.2.7.3 Recurrent Training and Checking Each Flight Crew Member must undergo recurrent training and checking for re-validation of the type rating combined with the re-validation of the instrument rating. The training and checking must be relevant to the type of class of aeroplane on which the Crew-member is certificate to operate. The recurrent training and checking programmes for Flight Crew Members are established in the Operations Manual, part D Ch 2.1 and approved by the Authority. 5.2.7.4 Either Pilots Seat Qualification and Checking Commanders whose duties also require them to operate in the right-hand seat and carry out the duties of a Co-pilot, or Commanders required to conduct training or examining duties from the right-hand seat, shall complete additional training and checking. The checking must be recurrent with the operator proficiency checks and acceptable to the Authority. The additional training must include at least the following: an engine failure during take-off; a one engine inoperative approach and go-around; 5.2 - FLIGHT CREW
OPERATIONS MANUAL
air italy
A 5.2 10 30 May 10
a one engine inoperative landing Details can be found in the Operations Manual Part D. NOTE\ When engine out manoeuvres are carried out in the aeroplane, the engine failure must be simulated. When operating in the right hand seat, the checks required for operating in the left-hand seat must, in addition, be valid and current. A Pilot other than the Commander occupying the left-hand seat shall demonstrate practice of drills and procedures, concurrent with the Operator Proficiency Check, which would otherwise have been the Commanders responsibility acting as pilot non-flying. Where the differences between left and right seats are not significant (e.g. because of use of auto-pilot) then practice may be conducted in either seat. It is Air Italy policy that Captain occupying right hand seat act only as PM (except for LTI, TRI and TRE) 5.2.7.5 Difference Training Differences training must be completed by a Flight Crew Member: before operating another variant of an aeroplane of the same type or another type of the same class currently operated, or when a change of procedures and/or equipment on types or variants currently operated requires additional knowledge and training on an appropriate training device. 5.2.7.6 Familiarisation Training Not applicable. 5.2.7.7 Command Course and Checks 5.2.7.7.1 Minimum Experience Levels For nomination as Commander the minimum experience levels must be met: First Officer to Commander For B757/B767 and Long Haul A/C at least, Total 5,000* Flight Hours For B737 and Short/Medium Haul A/C at least, 5,000* Total Flight Hours At least, Total Hours on FAR/EU 25 a/c 1,500* At least, total hours on Operators a/c 1,000* Successful completion of the Pre-Selection Successful completion of the Command Course * See 5.2.2 For Multi-Crew operations, the pilot must complete the Command Course prescribed below. 5.2.7.7.2 Command Course 5.2.7.7.2 Command Course The Command Course, specified in the Command Course Booklet (See Appendix C of OM Part D), include the following: A. Pre-Command Course; B. Training and checking LHS Simulator Training; C. Ground Course; D. Line Training phase 1; E. Simulator Training ; 5.2 - FLIGHT CREW
OPERATIONS MANUAL
air italy
A 5.2 11 30 May 10
F. Line Training phase 2; G. Line Checking phase; H. Simulator (Including LPC) and Final Line Checks; I. Probationary period (6 months); J. Final Simulator Check (Including OPC). Pilots joining as Captains perform the items B, C (Operator Conversion Course), E, F and a final line check. For the amount of LIFUS see OM Part D Appendix F . For Details of phase C and E See Chapter 2.1 of OM Part D. 5.2.7.8 Low Visibility Operations Training and Qualifications 5.2.7.8.1 Low Visibility Take-off a. Low Visibility Take-Off is a Take-Off with RVR below 400 m and at or above 150 m RVR (Category A, B and C aeroplanes) or 200 m RVR (Category D aeroplanes). Prior to conducting low visibility take-off with RVR of less than 150 meters (Cat C) the Flight Crew Member shall undergo a training covering systems failures and engine failure resulting in continued as well as rejected take-off, as specified in the Operations Manual, part D. Air Italy Flight Crew Member will conduct this training during LVO Ground and Flight Simulator approved training. b. Low visibility take-off with RVR less than 150 m (200 m. Cat. D aeroplane) An operator must have the approval by the national authority to conduct low visibility take-off in less than 150m RVR (Category A, B and C aeroplanes) or 200 m RVR (Category D aeroplanes). For better understanding, refer to chapter 8.4 Low Visibility Operations. A specific training shall be carried out and a check must be completed. The training programme shall include ground training for low visibility operations, Flight Simulator and/or flight training. The Authority may approve such training in an aeroplane without the requirement for minimum RVR conditions. For more details, refer to the Operations Manual, part D. 5.2.7.8.2 Category II and III Approaches For the first CAT II and CAT III qualification a Commander must have: 50 hours or 20 sectors as Pilot-in-Command on the type for which the qualification is required before performing any CAT II or CAT III approach; until 100 hours or 40 sectors as Pilot-in-Command on the type have been achieved, 100 m must be added to the applicable CAT II or CAT III RVR minimum unless he has been previously qualified for Category II or III operations; the Authority may authorise a reduction in the above command experience requirements for Flight Crew Members who have CAT II or CAT III command experience. Besides these requirements the Flight Crew Member must complete a CAT II or CAT III training and checking program, which consists of a theoretical and flying part. The theoretical training includes the equipment of the aeroplane, the required ground facilities and the Operations procedures and limitations. For more details, refer to the Operations Manual, part D. 5.2.7.9 ETOPS/MNPS/RVSM Training Refer to Operations Manual Part D.
5.2 - FLIGHT CREW
OPERATIONS MANUAL
air italy
A 5.2 12 30 May 10
5.2.7.10 Re-qualification Training and Checking A pilot, who doesnt meet the Recent Experience requirement as described in OM Part A section 5.2.4.1 and 5.2.4.2 must undergo a Re-Qualification. Re-Qualification Training and Checking is split in two parts: Theoretical Training and Checking; Aeroplane/Flight Simulator Training and Checking. 5.2.7.10.1 Theoretical Training and Checking. The First part of this type of Re-Qualification Training and Checking is Usually self made by the Flight Crew Member. The Review of the Operating Procedures and all of the Flight Operation Communications, Regulations, Dispositions (last two points) will be carried out normally by a TRI. The Checking phase of this type of Re-Qualification Training and Checking is conducted by a SFE or TRE. For more details, refer to the Operations Manual, part D. 5.2.7.10.2 Aeroplane / Flight Simulator Training and Checking. A SFE or TRE will carry out this part of the Training and Checking. The Aeroplane/Flight Simulator session will last usually 4 hours in a Full Flight Simulator (2 hours as PF and 2 hours as PM) or 1 hour in an aeroplane, but can be extended upon SFE/TRE judgement and is always introduced by a detailed briefing which will start 1h30 earlier the Aeroplane/Flight Simulator start time and is followed by a de-briefing. During the briefing SFE/TRE will highlight the main emergency procedures. For more details, refer to the Operations Manual, part D. 5.2.7.11 TRE, SFE, TRI, SFI, LTI and GDI Training Refer to Operations Manual, part D. 5.2.7.12 Dangerous Goods Training Refer to Operations Manual Part A Sect. 9 and Part D. 5.2.7.13 Security Training Refer to Operations Manual Part D. 5.2.8 Records A Training Summary of the Flight Crew Member and all records of training, checking and qualification undertaken by a Flight Crew Member must be maintained by the Operator as prescribed in the Operations Manual, part A, Chaptr 2.1.4.2. (Documents Storage Periods for Flight Crew Records). Records of all conversion courses, recurrent training and checking must be made available to the Crew-member concerned on request.
5.2 - FLIGHT CREW
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 5.3 i 30 May 10
Index 5.3 Cabin crew ................................................................................................................ 1 5.3.1 Minimum Requirements........................................................................................ 1 5.3.1.1 Part-time Basis Cabin Crew............................................................................ 1 5.3.2 Senior Cabin Crew (CA1) ..................................................................................... 1 5.3.2.1 Experience...................................................................................................... 1 5.3.2.2 Responsibility.................................................................................................. 1 5.3.3 Cabin Crew........................................................................................................... 1 5.3.3.1 Cabin Crew during Familiarisation Flight (NC)............................................... 1 5.3.3.2 Flight Crew as Cabin Crew assigned duties ................................................... 1 5.3.3.3 Additional Cabin Crewmember ....................................................................... 2 5.3.4 Operation on more than one Type or Variant ....................................................... 2 5.3.5 Qualification and Gradings ................................................................................... 2 5.3.5.1 Requirements ................................................................................................. 2 5.3.5.2 Policy .............................................................................................................. 2 5.3.5.3 Purpose .......................................................................................................... 2 5.3.5.4 Composition of Qualifications ......................................................................... 2 5.3.5.5 Accountability.................................................................................................. 3 5.3.5.6 Grading for Qualification ................................................................................. 3 5.3.5.7 Definitions of Grading ..................................................................................... 3 5.3.5.8 Consequences of (partly) NOT Fulfilled Qualifications .............................. 3 5.3.6 Area Qualification ................................................................................................. 3 5.3.7 Cabin Crews Training, Checking & Supervising ................................................... 3 5.3.7.1 Crew Co-ordination Concept........................................................................... 3 5.3.7.2 Training Programmes ..................................................................................... 4 5.3.7.3 Initial Training ................................................................................................. 4 5.3.7.4 Conversion Training........................................................................................ 4 5.3.7.5 Differences Training........................................................................................ 4 5.3.7.6 Familiarisation Flights ..................................................................................... 4 5.3.7.7 Recurrent Training .......................................................................................... 4 5.3.7.8 Refresher Training .......................................................................................... 4 5.3.7.9 Senior Cabin Crew (CA1) Training ................................................................. 5 5.3.7.10 PAA and CAA Training ................................................................................. 5 5.3.7.11 Dangerous Goods Training........................................................................... 5 5.3.7.12 In-Flight Services (IFS) Training ................................................................... 5 5.3.8 Checking............................................................................................................... 5 5.3.9 Training Records .................................................................................................. 5 5.3.9.1 Document Storage Periods............................................................................. 5
5.3 - CABIN CREW
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 5.3 ii 30 May 10
5.3 - CABIN CREW
OPERATIONS MANUAL
air italy
5.3 CABIN CREW
GENERAL BASIC
A 5.3 1 16 Jul 08
5.3.1 Minimum Requirements A cabin crewmember shall meet the requirements written in Section 5.1.3 of this manual. 5.3.1.1 Part-time Basis Cabin Crew When engaging the services of cabin crewmembers who are working on a freelance or part-time basis, the requirements contained in this chapter must be met. Particular attention will be paid to the total number of aircraft type or variants that a cabin crewmember may fly for the purpose of commercial air transportation, which must not exceed the requirements prescribed in EU-OPS and reported in the appropriate paragraph, including when his services are engaged by another operator. 5.3.2 Senior Cabin Crew (CA1) Whenever more than one cabin crewmember is assigned for a flight a Senior cabin crew (also named CA1) must be nominated. The operator will not appoint a person to the post of CA1 if the requirement as per paragraph 5.3.2.1 are not met. 5.3.2.1 Experience A Senior Cabin Crew (CA1) must have at least one years experience as an operating cabin crewmember and have completed the appropriate course (see Operations Manual, part D). 5.3.2.2 Responsibility The Senior Cabin Crew (CA1) is responsible to the Commander for the conduct and coordination of normal and emergency procedure(s) specified in the Operations Manual. During turbulence, in the absence of any instructions from the flight crew, the senior cabin crew member is entitled to discontinue non-safety related duties and advise the flight crew of the level of turbulence being experienced and the need for the fasten seat belt signs to be switched on. This should be followed by the cabin crew securing the passenger cabin and other applicable areas. The cabin crew is also responsible for the passenger handling and the service on board the aeroplane. 5.3.3 Cabin Crew All cabin crew will take all reasonable steps to ensure the safety and well being of passengers in both normal and emergency circumstances. Cabin Crew members are individually responsible for ensuring that their Cabin Crew certificates, medical, passports, visas, Cabin Crew Manuals, Booklets are updated. Cabin Crew support the Commander in the maintenance of a proper standard of crew discipline, conduct and personal appearance. 5.3.3.1 Cabin Crew during Familiarisation Flight (NC) After completion of initial training and prior to operate as one of the minimum required cabin crew, a cabin crewmember shall undertake familiarisation flight under the supervision of a Senior Cabin Crewmember (CA1) or training/check Cabin Crewmember. 5.3.3.2 Flight Crew as Cabin Crew assigned duties Air Italy Flight Crew members qualified on the specific A/C type are authorised to substitute Cabin Crew members in safety duties in case of unexpected lack of scheduled Cabin Crews. According to previous statement the following limitations will apply: The substituting Flight Crewmember will never act as Senior Cabin Crew;
5.3 - CABIN CREW
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 5.3 2 16 Jul 08
Flight Crewmembers committed as Cabin Crewmembers will be hierarchically submitted to Senior Cabin Crew authority while performing safety Cabin Crew duties; When not involved in safety Cabin Crew duties the Flight Crewmember will act in accordance with his/her normal crew qualification (all flight/service extended time limitation will apply). 5.3.3.3 Additional Cabin Crewmember The Authority may under exceptional circumstances require an Operator to include in the crew additional cabin crewmembers. The cabin crew may also include additional cabin crewmembers when required by the type of operation, i.e. training, upgrading, check-flights. 5.3.4 Operation on more than one Type or Variant A cabin crewmember shall not operate on more than three aeroplane types except that, with the approval of the Authority, the cabin crewmember may operate four aeroplane types, provided that the safety equipment and emergency procedures for at least two of the types are similar. Variant of an aeroplane type are considered to be different types if they are not similar in all the following aspect: Emergency exit operation; Location and type of safety equipment; Emergency procedures. Air Italy Cabin Crew members can operate, after receiving prescribed training on B737 and B757/767 5.3.5 Qualification and Gradings 5.3.5.1 Requirements Under Italian regulations issued by Authority, in order to carry out his job in flight, a Cabin Crewmember must hold a valid Attestato di idoneit ad espletare, in qualit di addetto ai servizi complementari di bordo I compiti di emergenza e pronto soccorso di cui allarticolo 63 del DPR 18 Nov 1988n566, secondo la normative nazionale DM467/T with a valid medical certificate. 5.3.5.2 Policy Personal qualifications for all cabin crewmembers shall be performed through a cabin crewmember at least once a year, maintaining this in written form. The evaluated results as a potential that allows them to acknowledge and identify traits in performance development. The performance assessment is limited to a specific flight. 5.3.5.3 Purpose This check serves to pinpoint the personal location of the staff member while providing the quality of work delivered by a cabin crewmember. It is intention of the operator expand high standards of quality where possible and to continue to see lofty and challenging goals for ourselves in order to effect a permanent improvement in the sense of a constant dialogue and personal performance management. 5.3.5.4 Composition of Qualifications The qualifications consist of a wording, describing the following matter: attitude; performance; safety/security/emergency; communication; 5.3 - CABIN CREW
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 5.3 3 16 Jul 08
overall impression. 5.3.5.5 Accountability The instruction personnel: acts exemplary; inspires confidence and reliability; proofs professional knowledge and sense of responsibility. 5.3.5.6 Grading for Qualification All qualifications are generally divided into two groups: Satisfactory or pass. Not satisfactory or fail. This separation clearly defines whether the requirements for passing a course, a check or renewal as required by the authority are fulfilled. Grading between satisfactory and not satisfactory or fail are not tolerated. Problems in connection with the grading satisfactory shall be described in words. Tests are considered Satisfactory or pass if the score is at or above 80%. 5.3.5.7 Definitions of Grading The grading is defined as follows: A. Satisfactory The required company standard is achieved with due regard to performance, ability, general knowledge and behaviour. Errors and weak points, which, if accumulated, could lead to serious problems, have to be written down under Remarks. A marginal performance is temporarily acceptable only. B. Not satisfactory The required standard is not reached, overall result is poor and not acceptable. 5.3.5.8 Consequences of (partly) NOT Fulfilled Qualifications Whenever the grading not satisfactory or satisfactory with marginal performance is given as an overall grading, follow up action has to be taken by the Crew Training PostHolder, in cooperation with cabin crew manager. Additionally, if a not satisfactory has to be given as overall grading, any duty assignment except training flights of the flight crewmember concerned shall be cancelled and the follow up action has to be taken immediately. 5.3.6 Area Qualification A cabin crewmember which has passed the initial training is qualified according to the aeroplane qualification in all of area of operation. 5.3.7 Cabin Crews Training, Checking & Supervising Before undertaking assigned duties each cabin crew must have completed the appropriate training as specified below and must have passed a check covering the training received in order to verify proficiency in carrying out safety and emergency procedures. All appropriate EU-OPS requirements are included in the training of the cabin crewmembers. The detail of all courses are reported on O.M. Part D 5.3.7.1 Crew Co-ordination Concept Flight crewmembers and cabin crews must have the necessary skills and knowledge to deal with different types of emergency and survival situations.
5.3 - CABIN CREW
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 5.3 4 16 Jul 08
The training contains general emergency procedures including first aid training, special procedures, crew co-ordination procedures and the use and description of the emergency equipment of the aeroplane the crewmember operates. Training shall cover instruction for correct use of all appropriate drills and procedures that could be required of crewmembers in different emergency situations. Training will emphasise the Crew Co-ordination Concept, one of the main points of which is communication. Effective two-way contact between flight crew and cabin crew is essential in an emergency situation. 5.3.7.2 Training Programmes All training program are reported on OM Part D 5.3.7.3 Initial Training All Cabin Crew Member before being employed by Air Italy must have a valid Certificate As ruled by the EU-OPS and the National Authority 5.3.7.4 Conversion Training Before undertaking assigned duties each cabin crew-member must have completed the appropriate conversion training as specified in the Operations Manual (and/or Cabin Crew Manual or OM Part D as applicable). Conversion training must be done according program in OM Part D Ch2.2. Cabin crewmember who has undergone to the Initial Training in the Air Italy TRTO doesnt need to receive the conversion training (see Operation Manual Part D ). 5.3.7.5 Differences Training A differences training must be completed before operating: a variant of an aeroplane type currently operate; with different safety equipment location or normal and emergency procedures on currently operated aeroplane types or variants. Differences training is conducted according approved OM Part D 5.3.7.6 Familiarisation Flights After completion of conversion training each cabin crewmember undertakes familiarisation flights or 4 hours training in the aircraft on ground prior to operating as one of the minimum number of cabin crew required. The number of familiarisation flights required is prescribed by the cabin crew manager/crew training manager and shall be appropriate to the type of aeroplane and taking account of the cabin crewmembers previous training and experience as cabin crewmember. 5.3.7.7 Recurrent Training According to ICAO and EU-OPS regulations cabin crews shall undergo Recurrent Training approved by the Authority every twelve months. For Detail see OM Part D 5.3.7.8 Refresher Training Refresher training is obligatory for a Cabin Crew-member after a period of absence from all flying duties for more than six months. Provided that the Cabin Crewmember has undertaken flying duties on another type of aeroplane, recent experience on a type which has not been operated for more than 6 months may be renewed by operating two re-familiarisation sectors during commercial operations on the type, instead of the complete refresher training on the type. In all other cases the flight crew-member must undergo Refresher Training before operating as a member of the minimum number of Cabin Crew required. 5.3 - CABIN CREW
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 5.3 5 30 May 10
For Air Italy the refresher program is approved inside the Air Italy TRTO 5.3.7.9 Senior Cabin Crew (CA1) Training Refer to OM Part D 5.3.7.10 PAA and CAA Training PAA training must be completed by an approved TRTO. (for reference Air Italy TRTO) CAA training: program must by submitted to the Authority. All PAA and CAA under old regulations are recognised Instructor and Examiner under EU regulations 5.3.7.11 Dangerous Goods Training Refer to OM Part D 5.3.7.12 In-Flight Services (IFS) Training Refer to OM Part D 5.3.8 Checking Each Cabin Crewmember undergoes a check covering: conversion training; differences training; recurrent training; refresher training; Senior Cabin Crew (CA1) Training; CAA and PAA Training; Dangerous Goods Training; Security Training. in order to verify his proficiency in carrying out normal and emergency duties. The items to be checked are the same covered during the training programs. These checks must be performed by CAA 5.3.9 Training Records Records of all training and checking shall be maintained by the operator (Crew Training Post-Holder). The records of all conversion and recurrent training and checking should be available to the cabin crewmember on request. 5.3.9.1 Document Storage Periods The relevant records shall be retained by the designated company unit. See Chapter 2. (Document Storage Periods of Cabin Crew Records).
5.3 - CABIN CREW
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 5.3 6 30 May 10
5.3 - CABIN CREW
OPERATIONS MANUAL
air italy
A 5.4 i 16 Jul 08
Index 5.4 Training, Checking & Supervision Personnel.............................................................. 1 5.4.1 General ................................................................................................................. 1 5.4.1.1 Examiners Flight Crew................................................................................. 1 5.4.1.1.1 Pre-requisites............................................................................................ 1 5.4.1.1.2 Multiple Roles ........................................................................................... 1 5.4.1.1.3 Compliance with EUs................................................................................ 1 5.4.1.1.4 Entries in the licence................................................................................. 1 5.4.1.1.5 Period of Validity ....................................................................................... 1 5.4.1.2 Type Rating Examiner (TRE).......................................................................... 1 5.4.1.2.1 Privileges .................................................................................................. 1 5.4.1.2.2 Requirements............................................................................................ 1 5.4.1.2.3 Revalidation and Renewal ........................................................................ 2 5.4.1.3 Synthetic Flight Examiner (SFE).................................................................. 2 5.4.1.3.1 Privileges .................................................................................................. 2 5.4.1.3.2 Requirements............................................................................................ 2 5.4.1.3.3 Revalidation and Renewal ........................................................................ 2 5.4.1.4 Instructors - Flight Crew................................................................................. 2 5.4.1.4.1 Pre requisites ............................................................................................ 2 5.4.1.4.2 Multiple Role ............................................................................................. 2 5.4.1.4.3 Credit towards further ratings.................................................................... 2 5.4.1.4.4 Period of Validity ....................................................................................... 2 5.4.1.5 Type Rating Instructor Rating (TRI) ................................................................ 3 5.4.1.5.1 Privileges .................................................................................................. 3 5.4.1.5.2 Requirements............................................................................................ 3 5.4.1.5.3 Revalidation and Renewal ........................................................................ 3 5.4.1.6 Synthetic Flight Instructor Authorisation (SFI) ................................................ 4 5.4.1.6.1 Privileges .................................................................................................. 4 5.4.1.6.2 Requirements............................................................................................ 4 5.4.1.6.3 Revalidation and Renewal ........................................................................ 4 5.4.1.7 Line Training Instructor (LTI)......................................................................... 5 5.4.1.7.1 Privileges .................................................................................................. 5 5.4.1.7.2 Requirements............................................................................................ 5 5.4.1.7.3 Revalidation and Renewal ........................................................................ 5 5.4.1.7.4 Ground Instructor (GDI) ............................................................................ 5 5.4.1.7.5 Privileges .................................................................................................. 5 5.4.1.7.6 Requirements............................................................................................ 5 5.4.2 Cabin Crew ........................................................................................................... 6 5.4.2.1 Qualification .................................................................................................... 6
5.4 TRAINING, CHECKING & SUPERVISION PERSONNEL
OPERATIONS MANUAL
air italy
A 5.4 ii 16 Jul 08
OPERATIONS MANUAL
air italy
A 5.4 1 16 Jul 08
5.4 TRAINING, CHECKING & SUPERVISION PERSONNEL 5.4.1 General 5.4.1.1 Examiners Flight Crew Three kinds of examiner for flight crew are recognised in Air Italy organisation: Type Rating Examiner (TRE); Synthetic Flight Examiner (SFE). Line Check Captain (LCC) 5.4.1.1.1 Pre-requisites Examiners hold a licence and rating at least equal to the licence or rating for which they are authorised to conduct skill tests or proficiency checks and, unless specified otherwise, the privilege to instruct for this licence or rating. They are qualified to act as pilot-in-command of the aircraft during a skill test or proficiency check and meet the applicable experience requirements. The applicant for an examiner authorisation conducts at least one skill test in the role of an examiner for which authorisation is sought, including briefing, conduct of the skill test, assessment of the applicant to whom the skill test is given, de-briefing and recording/documentation. This 'Examiner Authorisation Acceptance Test' will be supervised by an inspector of the Authority or by a senior examiner specifically authorised by the Authority for this purpose 5.4.1.1.2 Multiple Roles Provided that they meet the qualification and experience for each role undertaken, examiners are not confined to a single role. 5.4.1.1.3 Compliance with EUs Examiners are authorised in accordance with EUFCL 1.030. The examiners must comply with appropriate examiners standardization arrangements made or approved by the authority. 5.4.1.1.4 Entries in the licence. In licences, where revalidation entries may be made by the examiner, the examiner will: complete the following details: ratings, date of check, valid until, authorisation number and signature; submit the original of the skill test/proficiency check form to the issuing Authority and hold one copy of the check form on personal file. 5.4.1.1.5 Period of Validity An examiners authorisation is valid for not more than three years. Examiners are re-authorised at the discretion of the Authority. 5.4.1.2 Type Rating Examiner (TRE) 5.4.1.2.1 Privileges The privileges of a TRE are to conduct: skill tests for the issue of type ratings for multi-pilot aeroplanes (only in Air Italy TRTO); proficiency checks for revalidation or renewal of multi-pilot type and instrument ratings; 5.4.1.2.2 Requirements The selection of Type Rating Examiner is performed between those that have experience of at least: 5.4 TRAINING, CHECKING & SUPERVISION PERSONNEL
OPERATIONS MANUAL
air italy
A 5.4 2 16 Jul 08
5,000 Flying Hours total , of which a minimum of 1500 hours in multi-pilot aeroplane and 500 hours as pilot in command and hold or has held a Type Rating Instructor rating or authorisation. The selection of TRE is established by Flight Operation Post Holder in accordance with Crew Training Post Holder and than proposed to ENAC. 5.4.1.2.3 Revalidation and Renewal Examiners are re-authorised at the discretion of the Authority. 5.4.1.3 Synthetic Flight Examiner (SFE) 5.4.1.3.1 Privileges The privileges of a SFE are to conduct: Type rating skill test (only in Air Italy TRTO); Instrument rating; Proficiency checks; on multi-pilot aeroplanes in a flight simulator. 5.4.1.3.2 Requirements The selection of Synthetic Flight Examiner is performed between those that: Holds an ATPL; Has completed not less than 1500 hours of flight time as a pilot of multi-pilot aeroplanes; Is entitled to exercise the privileges of Synthetic Flight Instructor (SFI). 5.4.1.3.3 Revalidation and Renewal SFE are re-authorised at the discretion of the Authority. 5.4.1.4 Instructors - Flight Crew Four instructor categories are recognised in Air Italy organisation: Type Rating Instructor (TRI); Synthetic Flight Instructor (SFI); Line Training Instructors (Captains) (LTI).; Ground Instructor (GDI). 5.4.1.4.1 Pre requisites All instructors hold at least the licence, rating and qualification for which instruction is being given (unless specified otherwise) and are be entitled to act as pilot-in-command of the aircraft during such training. 5.4.1.4.2 Multiple Role Provided that they meet the qualification and experience requirements for each role undertaken, instructors are not confined to a single role. 5.4.1.4.3 Credit towards further ratings Applicants for further instructor ratings may be credited with the teaching and learning skills already demonstrated for the instructor rating held. 5.4.1.4.4 Period of Validity All instructor authorisations are valid for a period of three years. An applicant who fails to achieve a pass in all sections of a proficiency check before the expiry date of an instructor rating shall not exercise the privileges of that rating until the proficiency check has successfully been completed. 5.4 TRAINING, CHECKING & SUPERVISION PERSONNEL
OPERATIONS MANUAL
air italy
A 5.4 3 16 Jul 08
5.4.1.5 Type Rating Instructor Rating (TRI) Air Italy is an operator of Multi Pilot Airplane, therefore all TRI/SFI are intended as TRI/SFI (MPA) 5.4.1.5.1 Privileges The privileges of the holder of a TRI authorisation are to instruct licence holders for the issue of aeroplane type rating. Act as instructor during line training. Perform Recurrent simulator training. Exercise the privileges of GDI. 5.4.1.5.2 Requirements An applicant for the initial issue of a TRI authorisation shall have: successfully completed an approved TRI course at an approved FTO or TRTO; completed at least 1500 hours flight time as a pilot of multi-pilot aeroplanes; completed within the 12 months preceding the application at least 30 route sectors, to include take-off and landings as pilot-in-command or co-pilot on the applicable aeroplane type, or a similar type as agreed by the Authority, of which not more than 15 sectors may be completed in a flight simulator; and conducted on a complete type rating course at least 3 hours of flight instruction related to the duties of a TRI on the applicable type of aeroplane and/or flight simulator under the supervision and to the satisfaction of a TRI notified by the Authority for this purpose. Before the privileges are extended to further MPA types, the holder shall have: completed, within the 12 months preceding the application, at least 15 route sectors, to include take-off and landings as pilot-in-command or co-pilot on the applicable aeroplane type, or a similar type as agreed by the Authority, of which not more than 7 sectors may be completed in a flight simulator; satisfactorily completed the relevant technical training content of an approved TRI course at an approved FTO or TRTO conducted on a complete type rating course at least 3 hours of flight instruction related to the duties of a TRI on the applicable type of aeroplane and/or flight simulator under the supervision and to the satisfaction of a TRI notified by the Authority for this purpose. 5.4.1.5.3 Revalidation and Renewal For revalidation of a TRI authorisation, the applicant will, within the last 12 months, preceding the expiry date of the rating: conduct one of the following parts of a complete type rating/refresher/recurrent training course: one simulator session of at least 3 hours; or one air exercise of at least 1 hour comprising a minimum of 2 take-off and landings; or receive TRI refresher training acceptable to the Authority. If the rating has lapsed the applicant will have: completed within the 12 months preceding the application at least 30 route sectors, to include take-off and landings as pilot-in-command or co-pilot on the applicable aeroplane type, or a similar type as agreed by the Authority, of which not more than 15 sectors may be completed in a flight simulator; 5.4 TRAINING, CHECKING & SUPERVISION PERSONNEL
OPERATIONS MANUAL
air italy
A 5.4 4 16 Jul 08
successfully completed the relevant parts of an approved TRI course, agreed by the, taking into account the recent experience of the applicant; and conducted on a complete type rating course at least 3 hours of flight instruction related to the duties of a TRI on the applicable type of aeroplane and/or flight simulator under the supervision and to the satisfaction of a TRI notified by the Authority for this purpose. 5.4.1.6 Synthetic Flight Instructor Authorisation (SFI) 5.4.1.6.1 Privileges The privileges of the holder of a SFI authorisation are to instruct licence holders for the issue of aeroplane type rating. Perform Recurrent simulator training. Exercise the privileges of GDI. 5.4.1.6.2 Requirements An applicant for SFI authorisation shall: hold or have held a professional pilot licence issued by a JAA Member State or a non EU-FCL professional licence acceptable to the Authority; have completed the simulator content of the applicable type rating course at an approved FTO or TRTO; have at least 1500 hours flying experience as pilot on multi-pilot aeroplanes; have completed an approved TRI course; have conducted on a complete type rating course at least 3 hours of flight instruction related to the duties of a TRI on the applicable type of aeroplane under the supervision and to the satisfaction of a TRI notified by the Authority for this purpose; have completed within a period of 12 months, preceding the application, a proficiency check on a flight simulator of the applicable type; and have completed within a period of 12 months, preceding the application, at least three route sectors as an observer on the flight deck of the applicable type. If the privileges are to be extended to further types of multi-pilot aeroplanes the holder shall have: satisfactorily completed the simulator content of the relevant type rating course; conducted on a complete type rating course at least 3 hours of flight instruction related to the duties of a TRI on the applicable type of aeroplane under the supervision and to the satisfaction of a TRI notified by the Authority for this purpose. 5.4.1.6.3 Revalidation and Renewal For revalidation of a SFI authorisation the applicant will, within the last 12 months of the validity period of the authorisation : conduct one simulator session of at least 3 hours as part of a complete type rating/refresher/recurrent training course or have completed a proficiency check on a flight simulator of the appropriate type. If the authorisation has lapsed the applicant will have: completed the simulator content of the applicable type rating course; successfully completed an approved TRI course as agreed by the Authority; conducted on a complete type rating course at least 3 hours of flight instruction related to the duties of a TRI on the applicable type of aeroplane under the supervision and to the satisfaction of a TRI notified by the Authority for this purpose. 5.4 TRAINING, CHECKING & SUPERVISION PERSONNEL
OPERATIONS MANUAL
air italy
A 5.4 5 16 Jul 08
5.4.1.7 Line Training Instructor (LTI) 5.4.1.7.1 Privileges A Line Training Instructor (Captain) is authorised by Air Italy and accepted by the Authority, to perform his duties in flight only if seated on the left side unless qualified to operate from the right seat after the Either Pilots seat Operation Training. If qualified to operate from the right seat, the annual FFS and Line Checks must test his fitness to flight both from left and right seat. The privileges of a LTI are: Fly as Pilot in Command with pilots (either Captain or First Officer) in line flying under supervision; Fly as Pilot in Command during a Command Course, in accordance with the O.M., part D; Give theoretical instructions to on-going training personnel as required by the O.M., part D. 5.4.1.7.2 Requirements An applicant for LTI must hold at least the licence, rating and qualification for which instruction is being given and are entitled to act as pilot-in-command of the aircraft during such training. An applicant for the initial issue of a LTI shall have: successfully completed a one day of classroom training dedicated to methods and principles of instructions; completed at least 1500 hours flight time as a pilot of multi-pilot aeroplanes; completed within the 12 months preceding the application at least 30 route sectors, to include take-off and landings as pilot-in-command or co-pilot on the applicable aeroplane type, or a similar type as agreed by the Authority, of which not more than 15 sectors may be completed in a flight simulator. If the candidate meets the requirements highlighted above, the nomination will be submitted to the Authority. 5.4.1.7.3 Revalidation and Renewal Revalidation of a LTI is granted upon respecting the Operator Recurrent Training and Checking. If a LTI is expired, he shall meet the requirement as per paragraph above. 5.4.1.7.4 Ground Instructor (GDI) 5.4.1.7.5 Privileges A Ground Instructor(GDI) is allowed to teach Captains, First-Officers, Cabin Crew and other ground personnel only on the ground. 5.4.1.7.6 Requirements They must be appointed by the Crew Training post-Holder in agreement with the Flight Operation Post-Holder. Ground Instructors are flying and non flying personnel in charge of all ground instruction. In this task they operate under the Crew Training Post-Holder authority. To make theoretical instruction, the instructor must hold the appropriate type/class rating or having appropriate experience in aviation and knowledge of the aircraft concerned. Must be accepted by the Authority (ENAC)
OPERATIONS MANUAL
air italy
5.4.2 Cabin Crew
A 5.4 6 16 Jul 08
5.4.2.1 Qualification Cabin crewmembers in order to be nominated as CAA and/or as PAA must satisfy the professional qualification requirements established by Authority, as laid down in the relevant official documentation (i.e. DM 566/88 and DM 467T/92). Both special nominations are valid for a limited period (3 years) at the conditions detailed in the relevant official documentation and only if the cabin crewmember continues to work with same Operator and only if he maintains the recency for the specific type(s) of aircraft. The appointment will automatically cease upon changing the Operator or the type of aircraft. A. The job of a CAA (Controllore Assistenti di volo) is to perform recurrent and extemporary proficiency controls both on ground and in flight, as per appointment given ad personam by the Authority, upon specific request submitted by Crew Training Post-Holder, taking into account the judge of the Flight Operations PostHolder. B. The job of a PAA (Istruttore Assistenti di volo) is to instruct Cabin Crewmembers both on ground and/or in flight in order to reach the security requirements to work with a specific configuration of an aircraft type or to perform recurrent or extemporary training. The appointment of the PAA is released by the Authority upon specific request submitted by Crew Training Post-Holder, taking into account the judge of the Flight Operations Post-Holder.
OPERATIONS MANUAL
air italy

Index
A 5.5 i 16 Jul 08
5.5 Other Operations Personnel ....................................................................................... 1 5.5.1 Operations Personnel other than Crew Members................................................. 1
5.5 - OTHER OPERATIONS PERSONNEL
OPERATIONS MANUAL
air italy
A 5.5 ii 16 Jul 08
OPERATIONS MANUAL
air italy
A 5.5 1 16 Jul 08
5.5 OTHER OPERATIONS PERSONNEL 5.5.1 Operations Personnel other than Crew Members For training concerning Operational personnel other than Crew Members refer to applicable manuals . Note: due to peculiarity of duties covered by the OCC personnel some particular items must be covered as per detail of OCC Manual part 3. Is responsibility of FOPH and of the OCC manager to establish the criteria of training and verify the achieved level of proficiency. Any personnel other then Flight crew must not wear uniform while on board
OPERATIONS MANUAL
air italy
A 5.5 2 16 Jul 08
OPERATIONS MANUAL
air italy
GENERAL BASIC 6 CREW HEALTH PRECAUTIONS
Part A Chapt. 6.0 Page i Rev. 6 30 May 10
Index CREW HEALTH PRECAUTIONS ..................................................................................... 1 6.1 CREW HEALT PRECAUTIONS............................................................................... 1 6.1.1 Statutory Requirements ...................................................................................... 1 6.1.2 Illness or Incapacitation ...................................................................................... 1 6.1.3 General Health ................................................................................................... 2 6.1.4 Medication, Drugs and Flying ............................................................................. 4 6.1.5 Diurnal Rhythm ................................................................................................... 5 6.1.6 Food Hygiene ..................................................................................................... 6 6.1.7 Eating in Flight .................................................................................................... 6 6.1.8 Food Poisoning Causes...................................................................................... 7 6.1.9 Tropical Areas .................................................................................................... 8 6.1.10 Bathing ............................................................................................................. 8 6.1.11 Tropical Diseases ............................................................................................. 8 6.1.12 S.A.R.S. (from World Health Organisation Report dated 14/08/2003) ............ 24 6.1.13 Cosmic Radiation Prevention ......................................................................... 25 6.2 HEALTH TROUBLES ON BOARD ..........................................................................1 6.2.1 General...............................................................................................................1 6.2.2 On Board Medical Kits ........................................................................................2 6.2.3 Birth and Death...................................................................................................2 6.2.4 Quarantine Regulations ......................................................................................4 6.2.5 Health Reports....................................................................................................4 6.3 DISINFECTING PROCEDURES ..............................................................................1 6.3.1 General...............................................................................................................1 6.3.2 Disinfecting Procedures......................................................................................2
OPERATIONS MANUAL
air italy
GENERAL BASIC 7 FLIGHT TIME LIMITATIONS
A 6.0 ii 30 May 10
OPERATIONS MANUAL
air italy
GENERAL BASIC
6 CREW HEALTH PRECAUTIONS
A 6.1 i 30 May 10
Index Crew Health Precautions ................................................................................................ 1 6.1 Crew healt precautions .......................................................................................... 1 6.1.1 Statutory Requirements ...................................................................................... 1 6.1.2 Illness or Incapacitation ...................................................................................... 1 6.1.2.1 While on duty: ............................................................................................... 1 6.1.2.2 While off duty: ............................................................................................... 2 6.1.3 General Health ................................................................................................... 2 6.1.3.1 Consumption/use of psychoactive substances ............................................. 2 6.1.3.2 Anaesthetics ................................................................................................. 2 6.1.3.3 Blood Donations ........................................................................................... 3 6.1.3.4 Underwater Swimming.................................................................................. 3 6.1.3.5 Requirement for Second Pair of Spectacles ................................................. 3 6.1.3.6 Hazardous Activities in Overseas Location................................................... 3 6.1.3.7 Hydraulic Fluids Medical ............................................................................ 3 6.1.3.8 Immunisation ................................................................................................ 3 6.1.3.9 Surgical Operations ...................................................................................... 4 6.1.4 Medication, Drugs and Flying ............................................................................. 4 6.1.4.1 General......................................................................................................... 4 6.1.4.2 Commonly Used Medications with Adverse Effects...................................... 4 6.1.4.2.1 Hypnotics (Sleeping Tablets) .................................................................. 4 6.1.4.2.2 Antihistamines ........................................................................................ 4 6.1.4.2.3 Tranquillises, Antidepressants and Psychotic Drugs .............................. 4 6.1.4.2.4 Antibiotics ............................................................................................... 4 6.1.4.2.5 Analgesics (Pain Killers) ......................................................................... 5 6.1.4.2.6 Steroids (Cortisone, Prednisone, etc.) .................................................... 5 6.1.4.2.7 Motion Sickness Remedies..................................................................... 5 6.1.4.2.8 Anti Malarials .......................................................................................... 5 6.1.4.2.9 Anti Diarrhoeals, etc. .............................................................................. 5 6.1.4.2.10 Appetite Suppressants, Pep Pills, etc. .............................................. 5 6.1.4.2.11 Anti Hypertensives (Drugs for treating Blood Pressure) ....................... 5 6.1.4.2.12 Alcohol .................................................................................................. 5 6.1.5 Diurnal Rhythm ................................................................................................... 5 6.1.5.1 Diurnal Cycle of Rhythm ............................................................................... 5 6.1.6 Food Hygiene ..................................................................................................... 6 6.1.6.1 Food Poisoning............................................................................................. 6 6.1.6.2 Elimination of the Risk .................................................................................. 6 6.1.6.3 Perishable Food Avoiding............................................................................. 6 6.1.7 Eating in Flight .................................................................................................... 6 6.1.7.1 Meals in Flight............................................................................................... 6 6.1.7.2 Dehydration in Flight..................................................................................... 7 6.1.7.3 Cutlery on the Flight Deck ............................................................................ 7 6.1.7.4 Spilled Liquids on the Flight Deck................................................................. 7 6.1.8 Food Poisoning Causes...................................................................................... 7 6.1.8.1 Symptoms..................................................................................................... 7 6.1.8.2 Treatment ..................................................................................................... 7 6.1.9 Tropical Areas .................................................................................................... 8 6.1.10 Bathing ............................................................................................................. 8 6.1.11 Tropical Diseases ............................................................................................. 8 6.1 - CREW HEALTH PRECAUTIONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 6.1 ii 30 May 10
6.1.11.1 Transmission of Tropical Diseases ............................................................ 8 6.1.11.2 Protective Measures .................................................................................. 9 6.1.11.3 The Ciguatera ............................................................................................ 9 6.1.11.4 Amoebiasis............................................................................................... 10 6.1.11.5 Giardiasis ................................................................................................. 12 6.1.11.6 Other Intestinal Parasites ......................................................................... 12 6.1.11.7 Yellow Fever and other Viral Diseases .................................................... 20 6.1.11.8 AIDS AND HIV INFECTION ..................................................................... 22 6.1.11.9 Other Tropical Deseases.......................................................................... 24 6.1.12 S.A.R.S. (from World Health Organisation Report dated 14/08/2003) ........... 24 6.1.13 Cosmic Radiation Prevention ......................................................................... 25
6.1 - CREW HEALTH PRECAUTIONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 6.1 1 15 Apr 10
CREW HEALTH PRECAUTIONS 6.1 CREW HEALT PRECAUTIONS Note: a qualified doctor must prescribe any kind of drugs described in this chapter. 6.1.1 Statutory Requirements A. Every person applying for a licence or certificate to act in any capacity as a crewmember shall meet the medical requirements specified in the appropriate part of this order. B. The holder of a licence or certificate to act in any capacity as a crewmember shall not act in the capacity for which he is licensed during any period in which he is aware of any illness or decrease in medical fitness which might render him unable to meet, for the time being, the aforesaid medical requirements. The crewmember must notify immediately at any time he knows or suspects that is suffering from fatigue, or feels unfit to the extent that the flight may be endangered. C. The holder of a licence or certificate to act in any capacity as a crewmember shall make a declaration to the Authority: a. Immediately, of any accident that may occur during the performance of his duties, or of any accident that may otherwise occur to him and which involves any incapacity to work; b. Of any illness involving incapacity for work during ten days or more, as soon as the period of ten days has elapsed; c. Immediately, of any medical operation or investigation involving, in either case, incapacity for work; d. and shall not act in the capacity for which he is licensed until he has furnished a medical report, giving the nature or other cause of incapacity, the treatment received and his present condition and has, in the light of such report, either been medically re-examined and declared fit so to act or has been informed by the Authority that such medical reexamination is not required. D. The holder of a licence or certificate to act in any capacity as a flight crewmember may be required by the Authority to submit himself from time to time to further medical examinations carried out in accordance with arrangements approved by the Authority. 6.1.2 Illness or Incapacitation 6.1.2.1 While on duty: - Report to the Commander Any crewmember who becomes ill or incapacitated while on flight duty or during a stop over period at an outstation must report the matter to the Commander at the earliest opportunity. The Commander should immediately contact the Operations Department by the speediest means available. - Commanders Awareness Commanders should be aware that a sudden deterioration in health might be an indication of the onset of a dangerous or infectious complaint. Carriage of a flight crewmember or other person who is ill could prejudice the Operator's position in several ways; A. international health regulations; B. liability to the staff member concerned; C. invalidation of the insurance of the aircraft; or D. significant decrease in the safety of the flight, where the number of available crewmembers must be reduced. 6.1 - CREW HEALTH PRECAUTIONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 6.1 2 30 May 10
Commanders must therefore ensure that a doctor is called at the earliest opportunity to examine the crewmember concerned and a certificate must be obtained stating whether the individual is fit for duty, or alternatively, for travel. Whenever possible, such staff member should be positioned to Main Base as soon as permitted. Commanders are authorised to arrange any tests necessary to ascertain the condition of the individual concerned. - Written Report The Commander and the crewmember must submit a written report as soon as practicable after return to base. Commanders should arrange for the arrival time at base of any crewmember positioning because of illness to be notified in advance to the Flight Operations Post Holder. - Commanders responsibility Commanders have an overall responsibility for ensuring that all of the crew are fit for duty, even if a report of sickness is not received. Where any doubt exists, a Commander must ensure that a doctor sees the individual concerned and that the report from the doctor is forwarded to Main Base, at the earliest opportunity. In the case of a Commander being incapacitated the normal devolution of command to the Co-Pilot applies. 6.1.2.2 While off duty: Anytime a Crew Member suffers from any injury or physical unfitness he must inform as soon as possible Air Italy. Air Italy, when it deems appropriate, will inform the Authorithy. 6.1.3 General Health 6.1.3.1 Consumption/use of psychoactive substances A crew-member or other persons involved in flight operations, shall not exercise his duties under the influence of psychoactive substances (i.e. substances that can produce mood changes or distorted perceptions in humans, to include, but not limited to, alcohol, opioids, cannabinoids, sedatives and hypnotics, cocaine, other psychostimulants, hallucinogens and volatile solvents; coffee and tobacco are excluded). The consumption/use of psychoactive substances is strictly prohibited unless a medical doctor has determined that such consumption/use is absolutely necessary in the interest of his patients health. However, in such extremely rare cases, the crew member concerned shall commence flight duty only if an approved physician (flight surgeon) has certified that the physical and mental fitness for such duty is not being impaired. The crew members that are identified as engaging any kind of problematic use of psychoactive substances (i.e. the use of one or more psychoactive substances by aviation personnel in a way that: either constitutes a direct hazard to the user or endangers the lives, health or welfare of others, and/or causes or worsens an occupational, social, mental or physical problem or disorder) will be removed from their safety-critical functions. The re-instatement to crew member duties is possible only after the cessation of the problematic use and upon determination by medical certification of the Aeronautical Medical Authority that the continued performance is unlikely to jeopardize safety. 6.1.3.2 Anaesthetics Flight crew must not operate: within 48 hours following any general anaesthetic; within 24 hours following any local anaesthetic. 6.1 - CREW HEALTH PRECAUTIONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 6.1 3 15 Apr 10
6.1.3.3 Blood Donations Crew members may act as blood donators, but must ensure that no blood is given in the 48-hour period before planned flying duty period or commencing of stand-by duty. 6.1.3.4 Underwater Swimming Crewmembers whose sporting activities include deep sea diving to a deep not exceeding 33 ft (10 m) will not fly within 12 hours of completing such diving activity. If the deep exceed 33 ft (10 m), 24 hours must elapse before undertaking flying duties. 6.1.3.5 Requirement for Second Pair of Spectacles All pilots who are required by the licensing authorities to wear corrective lenses in order to satisfy the visual requirements laid down for the granting of licences, are required to carry a spare pair of spectacles with them on all occasions when operating under their licence. 6.1.3.6 Hazardous Activities in Overseas Location Crew members must not engage, within a reasonable timeframe of the next departure, in hazardous sports or activities in overseas locations. This is to avoid jeopardising a series of flights, in the event the Crew member is rendered unfit to operate. A reasonable timeframe relates to the ability of Crewing to replace the Crew member who depends on the location and frequency of positioning flights. A time of 48 hours before the next duty report time should be used in the absence of other guidance. Hazardous activities include any Winter sports, sub-aqua breathing equipment and exotic activities such as bungee jumping and white water rafting which expose Crew members to a higher than normal risk of injury. 6.1.3.7 Hydraulic Fluids Medical A. Contamination of human tissue by hydraulic fluid can have serious effects particularly if the fluid should contact the eyes. If there is any possibility of this, eye protection will be worn. The flight deck smoke goggles are ideal for this purpose. B. If eye contamination should occur, copious irrigation of the eye with clean water should be started immediately and continued until qualified medical aid is available. Even with small splashes, failure to follow this procedure could result in serious and possible irreversible damage to the cornea. Medical advice is that sterile saline solution or sterile water are the preferred options for first aid eye irrigation but, in an emergency, tap water or milk can be used to good effect. It is highly likely the consulted medical practitioner will insist on immediate attendance at a casualty hospital for ophthalmic examination. In the event qualified medical aid is not available or will be delayed, then this action should be taken by attending Crew members. The specification of any fluid causing contamination will be required and can be obtained from the Technical dept. 6.1.3.8 Immunisation Inoculations against Cholera or other communicable diseases should be completed before departing from base when it is anticipated that the Crew member concerned is proceeding to, or passing through, Countries where proof of such inoculations is required by published regulations. Aircrew are reminded that it is a Company requirement that they have a valid Yellow Fever Certificate at all times. Medical advice is to be sought concerning the period to be observed before returning to flying duties following immunisation. 6.1 - CREW HEALTH PRECAUTIONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 6.1 4 15 Apr 10
6.1.3.9 Surgical Operations See Sect. 6.1.1.. 6.1.4 Medication, Drugs and Flying 6.1.4.1 General It should hardly be necessary to stress that aircrew should not undertake flying duties whilst under the influence of any drug or drugs which may adversely affect performance. Crew Members should know that many commonly used drugs have side effects liable to impair judgement and interfere with performance. When in doubt crewmembers should seek the advice of a suitably qualified doctor to establish whether medication being taken precludes flight duties or not. In cases where a crewmember is taking medication he could well ask himself the following questions: A. Do I feel fit to fly? B. Do I need any medication at all? C. Have I had a trial of this particular medication on the ground for at least twenty-four hours before flight, to ensure it will not have any adverse effects on my flying ability? Crew Members can be submitted at any time to a medical check in order to verify their fitness. Those who are identified as engaged in any kind of problematic use of psychoactive substances must be removed from any operational functions. 6.1.4.2 Commonly Used Medications with Adverse Effects The following are some of the types of medication in common use, which may impair reactions. 6.1.4.2.1 Hypnotics (Sleeping Tablets) Use of hypnotics by aircrew is discouraged. All hypnotics have a hangover to a greater or lesser extent. They may dull the senses, cause confusion and slow reactions. Aircrew must have advice before using hypnotics. Some newer preparations are now available with quite short half-life but there is no absolutely safe sleeping tablet. 6.1.4.2.2 Antihistamines All antihistamines can produce side effects such as sedation, fatigue, and dryness of the mouth. Quite commonly they are included in medication for treatment of the common cold, hay fever and allergic rashes or reactions. Some nasal sprays and drops may also contain antihistamines. Flight crew should not use these drugs for 1-2 days prior to flight duty. 6.1.4.2.3 Tranquillises, Antidepressants and Psychotic Drugs All these types of drugs preclude aircrew from flight duties because of the underlying condition for which they are being used as well as the possible side effects resulting from them. Flight duties should not be resumed until treatment with these types of drugs has been discontinued and until the effects of the drugs have entirely worn off. This can take several days in some instances. 6.1.4.2.4 Antibiotics The underlying condition for which antibiotics are being taken may prevent a pilot from flying. Most antibiotics are compatible with flying however. Streptomycin is a notable exception. Obviously, where any hypersensitivity is feared, the suspect antibiotic must not be used. A pilot should have previous experience of the antibiotic prescribed, or alternatively, have a trial of it for at least twenty-four hours on the ground before using it during flight duties.
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 6.1 5 15 Apr 10
6.1.4.2.5 Analgesics (Pain Killers) A lot of the more common analgesics are available without prescription. The milder ones of small dosage can be considered safe. With a lot of analgesics and anti-inflammatory agents there is risk of gastric irritation or haemorrhage. Ideally doctors' advice should be sought before using these. 6.1.4.2.6 Steroids (Cortisone, Prednisone, etc.) Use of steroids, with few exceptions, precludes flight duties. 6.1.4.2.7 Motion Sickness Remedies As these preparations may cause drowsiness and blurring of vision aircrew must not take them. 6.1.4.2.8 Anti Malarials Certain commercially available anti-malarial products contain certain drugs, which may produce serious side effects. The advice of a doctor should be obtained before taking any product other than Paludrine or Maloprim in recommended dosage. 6.1.4.2.9 Anti Diarrhoeals, etc. As a lot of medications used in treating symptoms of gastritis and enteritis (diarrhoea) may cause sedation, blurring of vision, etc., great care must be exercised in their usage by aircrew. Consult a suitably qualified doctor before using any such preparations. In most cases grounding for a time may be necessary. 6.1.4.2.10 Appetite Suppressants, Pep Pills, etc. These preparations can affect the central nervous system and must not be taken during flight duties. 6.1.4.2.11 Anti Hypertensives (Drugs for treating Blood Pressure) Previously, drugs from this group precluded flight duties. In more recent times certain well identified therapeutic agents, small in number, have been accepted as compatible with operation of a flying licence. The drugs concerned are certain of the diuretic group and a few from the beta-blocker range. Only a doctor experienced in aviation medicine should prescribe them and sufficient time must be allowed to assess suitability and freedom from side effects before resumption of flight duties. 6.1.4.2.12 Alcohol It is worth mentioning that the most commonly used and most freely available drug of all is of course alcohol. In addition to the stringent rules with respect to the consumption of alcohol before flight, it should also be emphasised that alcohol combined with sleeping tablets, sedatives, tranquillisers, etc., is of course a most undesirable and dangerous combination. The aforementioned are some of the more commonly used drugs and medications. There are many others and when in doubt about the suitability of these a flight crewmember should consult a doctor, ideally one with some understanding of aviation. 6.1.5 Diurnal Rhythm 6.1.5.1 Diurnal Cycle of Rhythm It is a well-established fact that the human body has a diurnal cycle of rhythm. This means that its chemical, psychological and physiological activity is high during normal waking hours, and is low during normal sleeping hours. They reach the lowest point at about 4.00am. Flight across time zones, that is either east-west or west-east, may interrupt the diurnal cycle. However, there is no proof that this is harmful to health. To minimise the tiring effects of interruption to their day-night biological cycle, flight crew are advised: A. when away from home, to adhere as much as possible to home time for sleeping, eating and bowel function; 6.1 - CREW HEALTH PRECAUTIONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 6.1 6 15 Apr 10
B. to take adequate rest before flight; C. to eat light snacks at three or four hourly intervals to increase alertness. 6.1.6 Food Hygiene 6.1.6.1 Food Poisoning Cases of acute food poisoning in the air continue to occur sporadically and surveys of incapacitation of flight crew in flight show that of these cases, gastro-intestinal disorders pose by far the commonest threat to flight safety. Any food which has been kept in relatively high ambient temperatures for several hours after preparation should be regarded with extreme suspicion since even severe contamination is rarely obvious. This applies particularly to the cream, pastry, or trifle type of dessert, which is commonly part of a set aircraft meal. Also, very thorough cooking is necessary to destroy food poisoning organisms and the toxins they produce and this is rarely achieved in the reheating process usually used in aircraft for the main course of a meal. Since the most acute forms of food poisoning frequently come on suddenly 1 - 6 hours after contaminated food is eaten, common sense rules should be observed as far as practicable in respect of meals taken within 6 hours of a flight. In particular shellfish, especially mussels and oysters which have an ability to concentrate poisoning organisms in the edible part of their flesh, should be avoided. 6.1.6.2 Elimination of the Risk In order to eliminate, as far as possible, the risk of food poisoning, the operating crew on any aircraft should, as far as circumstances permit, partake of different food, prior to the commencement of any flight and during its subsequent operation. Cases may arise where no choice is available for the vegetable or dessert courses, but each pilot must partake of a different fish or meat course. Where the choice is not limited, it is recommended that each pilot take a completely different meals. NOTE. No other illness can put a whole crew out of action so suddenly and so severely, thereby immediately and severely endangering a flight, as food poisoning. Hence the justification for advising that the crew, and the Commander and co-pilot in particular, should not partake of the same dishes before or during a flight. 6.1.6.3 Perishable Food Avoiding For aircrew before and during flight it is essential to avoid eating easily perishable foods as well as foods and drinks served cold. This is most important with milk and cream products, mayonnaise, sauces, salads, meat pies and other meat products. 6.1.7 Eating in Flight 6.1.7.1 Meals in Flight To reduce the risk of both the Commander and his co-pilot being incapacitated in flight due to food poisoning, a choice of meals is provided and different meals must be taken by the pilots The following arrangements have been made: A. on services where a hot meal is provided on board, there will be alternative main courses; B. light refreshment trays will be covered in wrapping film to provide improved hygiene; Hot meals should normally be consumed within three hours of departure from the station where the meals were uplifted. On those occasions where it may be necessary to choose 6.1 - CREW HEALTH PRECAUTIONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 6.1 7 15 Apr 10
meals from a passenger menu, including positioning flights to be followed within 24 hours by an operating sector, the Commander must, in so far as is possible, take care that there is no item common to meals eaten by himself and his co-pilot. 6.1.7.2 Dehydration in Flight Adequate fluid should be taken on flight duty to combat the drying effect on the body of the low humidity of cabin air at altitude. To combat the symptoms of dehydration, which include dryness of the nose, mouth and throat and general tiredness, there should be a generous intake of clear fluids. It has been suggested that this intake should be in the region of 4 pints (approximately 1.6 litres) in every 12 hours of flying duty. Coffee, tea and carbonated drinks should be generally avoided as they are diuretics and thus by stimulating kidney function can further increase the loss of fluid from the body. 6.1.7.3 Cutlery on the Flight Deck Great care must be taken of cutlery on the flight deck. A lost item could cause a serious situation if it should find its way into the mechanism of the flight controls. Any loss on the flight deck of cutlery or similar items must be reported in the Technical Log. 6.1.7.4 Spilled Liquids on the Flight Deck Spilled liquids can cause the malfunction of electronic equipment and great care must be exercised in their handling on the flight deck. Flight crew are also reminded of the possible corrosive effects of spilled salt and of the possible damage, which may be caused by spilled sugar. Any spillage on the flight deck which might have harmful consequences must be reported in the Technical Log. 6.1.8 Food Poisoning Causes Unlike other infectious intestinal diseases food poisoning is not caused by a germ but by poisonous substances (toxins). When food is contaminated by germs or organisms, these germs multiply very rapidly and they reproduce these poisonous substances or toxins. These toxins are tasteless and cause no unpleasant odours. Although the original germs that produce the toxins may be destroyed by cooking, toxins are very resistant to heat and may not be completely destroyed by cooking. Particularly suitable media for the production of toxins are milk products, sauces, creams, aspic, meat pies, etc. Certain prerequisites are necessary before toxins are produced: A. suitable media; B. contamination of the media; C. an optimum temperature for the growth of the organism 85F to 95F(29.5 C to 35C). Hence the importance of refrigeration of perishable foods. 6.1.8.1 Symptoms The character and severity of the symptoms depend on the nature and dose of the toxin and the resistance of the patient. Onset is sudden. Shortly after ingestion of the contaminated foodstuffs (at the latest within hours), malaise, nausea, vomiting, abdominal cramps, intestinal gurgling, diarrhoea and varying degrees of prostration may be experienced. In severe cases diarrhoea is intense and may contain blood and mucus. 6.1.8.2 Treatment Bed rest with convenient access to bathroom, commode or bedpan is desirable. Severe cases should be hospitalised and all cases should be seen by a doctor.
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 6.1 8 15 Apr 10
6.1.9 Tropical Areas In tropical and in other areas where there is doubt in respect of hygiene standards the following advice should be followed. Fruit: Avoid raw fruit without peel. Use fruit that can be peeled. Safe fruit - oranges, bananas, mangoes, pineapples, etc. Wash fruit before peeling. Wash grapes before eating. Salads and Raw Vegetables: Do not eat salads or raw vegetables. To do so one runs the risk of worm infestation or of contracting amoebic dysentery. Meats: Eat only fresh meat which has been freshly cooked. Avoid raw or cold meats. Fish: Eat only fresh fish freshly cooked. Avoid shell fish especially oysters. 6.1.10 Bathing Only purified pools or open sea should be used for bathing. Fungus diseases are common in hot humid climates. Therefore, when bathing, it is advisable that ears are plugged with cotton wool to prevent fungus infection of the ear canal. Shoes should be worn at the pool side to avoid fungus infection of the feet. 6.1.11 Tropical Diseases Tropical diseases are not confined entirely to the tropics but can occur almost anywhere. However, their incidence and frequency are influenced by local factors. The real tropical diseases are those transmitted by vectors (mosquitoes, flies, rats, etc.) living only in very hot climates. They are mainly: Malaria Filariasis Yellow Fever Tick Typhus Trypanosomiasis Kala-Azar, etc. Some of the so called tropical diseases were once worldwide. Because of better sanitation and general hygiene measures these diseases have been eradicated in may parts of the world. They are now mainly prevalent in the tropical and sub-tropical countries. They are mainly: Smallpox Trachoma Plague Intestinal Parasites Cholera Bilharziasis Typhus, etc. 6.1.11.1 Transmission of Tropical Diseases Tropical diseases are mainly transmitted in the following ways: A. through insect stings or bites; B. through healthy skin by other parasites; 6.1 - CREW HEALTH PRECAUTIONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 6.1 9 15 Apr 10
C. through food and drink; D. from the ground; E. person to person. The following insects transmit disease: a. Mosquitoes: transmit Malaria, Yellow Fever, Dengue Fever, and Sandfly Fever. b. Tsetse Fly (Central Africa): transmits sleeping sickness. c. Lice: transmit Typhus, Relapsing Fever, Spotted Fever. d. Rat Fleas: transmit plague. 6.1.11.2 Protective Measures The most effective means of preventing malaria is to avoid contact with mosquitoes. The following precautions should be taken after dusk: A. slacks and long slaved shirts buttoned at the neck should be worn; B. insect repellent should be applied every three to four hours, and more frequently if perspiring, to the face, neck, hands, legs and ankles if uncovered; C. native quarters, which frequently harbour malaria infected mosquitoes, should be avoided; D. in the absence of air conditioning or mosquito screened windows in the bedroom, a taut mosquito net should be used over the bed and the room sprayed with an insecticide aerosol before retiring. Whether there is air conditioning or not, the room should be sprayed if there is any evidence that mosquitoes are present. The following diseases are contracted through the skin: Bilharzia: Aquatic snails act as intermediaries. The larvae of worms pass from such nails into the water and on contact with the skin into the human body. Weil's Disease: The germs of this disease are excreted in rats' urine. They can penetrate the skin of bathers. Fungus Diseases: The fungus is present in tropical and sub-tropical inland waters, in shallow rivers and lakes, hardly ever in sea water. Therefore inland water should be avoided and the following advice heeded: Bath only in pools with purified water or in the sea; Use cotton wool ear plugs; Wear shoes when walking around the pool. 6.1.11.3 The Ciguatera The Ciguatera (in the Caribbean and Pacific), or The Itch (in New Caledonia) is a poison typical of the tropical maritime area associated with the consumption of a large variety of fish living in coral habitats. These fish will have accumulated the toxin within their bodies by the absorption of Algae through the food chain. The microorganism producing the toxin is photosynthetic and although the important one is the Ciguatoxin other types have been discovered which explain the variety of symptoms present after eating various species of fish (herbivorous or carnivorous). The Ciguatoxin is stable with respect to heat and soluble in fat. In the U.S.A. it is the most common form of food poisoning from fish: Some authorities calculate the incidence of illness to be 5 cases per 10000 individuals with a seasonal predominance in the late spring and summer. The biggest concentration of fish carrying the toxin is the Caribbean and South Pacific. Fine algae are eaten by tropical fish. When they are in turn eaten by other fish the toxin begins to accumulate in these larger fish. In general the larger the fish the longer it has had to accumulate more of the toxin. The toxin concentrates in the gut, skin, muscles and 6.1 - CREW HEALTH PRECAUTIONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 6.1 10 15 Apr 10
entrails. It concentrates in the liver 50-100 times more than elsewhere and remains there for a number of years. As previously mentioned the bigger the fish the higher the accumulation of toxin. Fish larger than 5 Kg always carry it, 69% of those over 2.8 Kg do, whilst fish smaller than this only carry the toxin in 18% of cases. Where the habitat of the fish has been disturbed by human or natural causes the algae becomes more prolific and the problem becomes worse. This is likely to occur after hurricanes, dredging, construction work, etc. Clinical Characteristics The clinical symptoms of intoxication can be divided into three groups: gastrointestinal, neurological and cardiovascular. The gastrointestinal symptoms are the first to appear. They are similar to a viral infection. The individual may experience Diarrhoea, Vomiting, Nausea and Stomach pains: These symptoms will normally appear 3-6 hours after ingestion of contaminated fish; however cases are on record where this time interval has been as little as on hour or as much as a day. The shorter the interval the more serious the illness. In general the gastrointestinal symptoms will subside in 1-2 days. The neurological symptoms begin around 12 hours after ingestion. Characteristics are numbness in the mouth and extremities, muscular pain and weakness. Pain can impede movement. Other symptoms may include vertigo, metallic taste in the mouth, anxiety, nervous restlessness, cramp, muscular spasms, hypertension and hallucinations. One symptom is the inversion of the feeling of hot and cold. This symptom is extremely important for diagnosis as is persistent itchiness. These latter symptoms may last for weeks or months. The cardiovascular symptoms are a slow heartbeat (40-50 beats/min), hypertension resulting in heart blockage or high blood pressure and irregular heart beat. The neurological symptoms are the most persistent and can endure for months or even years. The Ciguatera can be fatal. In 1% of hospital cases the patient dies although this percentage can be as high as 20% if the symptoms are more grave. Death is due to muscle paralysis and respiratory failure or through grave dehydration if treatment is not started quickly. Conclusion The Ciguatera varies in symptoms and intensity. If there is a long gap between the gastrointestinal and neurological symptoms then it may not be diagnosed correctly. Instructions should be given to doctors that you have been in the tropics. Remember that the inverted sensation of hot & cold the characteristic itching of the skin are most important for diagnosis. Recommendations: Do not eat fish in this area unless they are under 2Kg. Do not eat Moray Eel. Eat only small quantities of fish. Eat fish from open water rather than from lagoons. Be careful that the fish you eat is not a fillet from a larger fish. Cooking does not deactivate the poison. Obtain local knowledge. 6.1.11.4 Amoebiasis
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 6.1 11 15 Apr 10
This parasitic infection primarily of the digestive tract can be associated with manifold symptoms. Most infections do however cause no harm at all, and in time the amoeba disappear spontaneously from the bowel. Occasionally they can persist for many years, however. As amoeba can be detected quite frequently in stool specimens, they are often alleged wrongly for all kind of troubles. There are many different species of amoeba which look very similar under the microscope, but only one species, Entamaoeba histolytica, can cause disease. Definition Any colonisation of the bowels with E. histolytica - causing symptoms or not -is called intestinal amoebiasis. This term means that there is an infection, but not necessarily a disease. Causative Parasite and Transmission Cysts of amoeba (its encapsulated form) are excreted in the stool and can contaminate water and foodstuff exposed to it (e.g. lettuce by the use of human manure). If large numbers of cysts are swallowed by another person (e.g. with contaminated water or salad), intestinal infection occurs. Development and Disease If cysts of amoeba get into the small bowel they develop first into mobile, sluggishly moving so-called trophozoites. Moving downstream the ' whole length of the bowel, they multiply and finally become encysted again before leaving the human host with the stool. During this usual development they may cause slight diarrhoea or abdominal discomfort. Only a small proportion -about 10%-of E. histolytica is able to penetrate into the mucosal wall of the large bowel, thus causing ulceration and inflammation (called amoebic colitis), which leads to the severe symptoms of bloody mucous diarrhoea (called amoebic dysentery). Amoebic dysentery is associated only with slight fever, if at all. By penetrating the intestinal wall, amoeba can occasionally get access to small blood vessels and be swept away into distant organs, mostly the liver, where they can cause an amoebic liver abscess. This rare complication can be recognised quite easily by an experienced physician who knows this disease by today's diagnostic technique, and drug treatment for it is safe and effective. Symptoms Suggesting Intestinal Amoebiasis Amoebic dysentery Its symptoms are severe diarrhoea with discharge of bloody and/or mucous stools, abdominal pain, no or low-grade fever. Similar symptoms show in ulcerative colitis, which has nothing to do with amoebiasis. Chronic intestinal amoebiasis Mostly recurrent episodes of diarrhoea, not necessarily associated with blood/mucous. This type of diarrhoea may have different causes, and even the presence of amoeba in the stool does not definitely prove their responsibility for this condition. Post-amoebic irritable bowel syndrome Alternation of light diarrhoea and constipation, associated with colicky abdominal pain and bloating. A harmless condition, where no amoeba can be found in the stool may occur after any kind of intestinal infection or even (and more often) without any precipitating infection at all. Does not need antiamoebic or antibiotic treatment and often only some modification of eating habits. 6.1 - CREW HEALTH PRECAUTIONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 6.1 12 15 Apr 10
Diagnosis The microscopical examination of a small sample of spontaneously produced stool, preserved in a special fixative solution is a method both reliable and convenient for the patient. The formerly used provocation tests have been shown not to give better diagnostic results. Some new methods are currently under investigation. The correct laboratory diagnosis request a very solid experience of the examiner. Treatment The treatment of amoebiasis has become quite simple with the today's drugs. Side-effects are rare, and only by exception does a second treatment course become necessary. The usual duration of the treatment (by oral drugs) is in the order of 5 to 14 days. Prophylaxis No vaccination is available, and no chemoprophylaxis by any drug can be recommended. The greatest possible reduction of the risk of infection is through avoidance of contaminated foods and drinking water, cleanliness in catering, washing of hands etc. 6.1.11.5 Giardiasis An intestinal infection which is in many aspects similar to amoebiasis. Causative Agent Giardia lamblia (G. intestinalis) is a protozoan parasite which can be detected only by microscopical examination of stool (or duodenal content). Because Giardia lamblia live in the upper small bowel (in contrast to amoebia which prefer the large bowel) and because they never invade the mucous membrane, they do not cause bloody diarrhoea, but are commonly associated with gastric discomfort and nausea. The infection is not restricted to tropical countries, and has been shown to be transmitted in many temperate regions (e.g. USA/Eastern Europe and others). Disease Spectrum Ranging from no symptoms at all to severe watery diarrhoea, often associated with bloating and nausea. There is no fever. There are no complications by infection of organs outside the bowel. Because the resorption of certain components of nutrition may be impaired, wasting can be a feature of prolonged infection. Diagnosis Only by microscopical examination of stool or samples from duodenal content. The symptoms alone may permit to suspect giardiasis, but never allow to be sure about the diagnosis. Treatment For treatment some of the drugs can be used which are also active against amoebiasis. A single-dose treatment may be sufficient to cure the infection. Prevention as for Amoebiasis. As for amoebiasis. 6.1.11.6 Other Intestinal Parasites There are some other intestinal parasites which may also cause diarrhoea, nausea and abdominal pain - sometimes for a prolonged period of time. Cyclospora A recently recognised agent, mainly acquired in parts of Asia. Cryptosporidia, Microsporidia 6.1 - CREW HEALTH PRECAUTIONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 6.1 13 15 Apr 10
These agents may cause prolonged and intensive diarrhoea, but only in immunocompromised hosts (e.g. if the body's defence mechanisms are suppressed as a consequence of HIV infection). Blastocystis This is a frequently recognised inhabitant of the intestinal tract. There is no definite proof so far that it can cause diarrhoea Helminths (worms) They rarely cause diarrhoea, but more often nausea. The eggs of worms may be detected by careful microscopical stool examination, and blood tests may be helpful to indicate possible worm infection. A. TRAV ELLERS' DIARRHOEA A high proportion of visitors to tropical countries experience one or several short episodes of diarrhoea, mostly lasting only a few days, even without treatment. Although a number of different kinds of bacteria and viruses cause this disease, it rarely needs a specific (i.e. antibiotic) treatment, because the body's own defence mechanism is able to eliminate them. Transmission Ingestion of the causative organisms with contaminated foodstuff and beverages. Incubation Time Usually only some hours to a few days. Symptoms Acute watery diarrhoea with abdominal cramps, often preceded or accompanied initially by nausea, vomiting, fever. The symptoms usually subside within one or a few days. If bloody diarrhoea occurs and the fever continues, a complicated infection must be suspected. Due to the loss of fluid, dizziness and even collapse can occur. Treatment As in many case of diarrhoea, it is most important to generously replace the fluid lost: Drinking tea with sugar, alternating with stock or light soups, supplemented by eating a banana from time to time is the most simple thing to do (special electrolyte solutions are more appropriate, but rarely needed). If there is vomiting, small amounts should be taken at short intervals and combined with an antiemetic drug. In cases with prolonged high fever, especially with diarrhoea containing blood and mucous , treatment with an appropriate antibiotic should be given. NOTE. Remember that malaria may be present as diarrhoea with fever B. CHOLERA General A bacterial, strictly intestinal infection with Vibrio cholera which may present very much like traveller's diarrhoea. In contrast to the latter, fever is never a feature and severe cases might have very severe watery diarrhoea. Incubation Time 1 to 3 days. Diagnosis Is only possible by cultivating stool samples in a bacteriological laboratory. 6.1 - CREW HEALTH PRECAUTIONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 6.1 14 15 Apr 10
Treatment Is the same as for travellers diarrhoea and food poisoning. Generous replacement of fluid loss. Transmission and Risk of Spread Transmission occurs mostly through drinking water, ice cubes or foodstuff contaminated with human faecal material. Seafood is an important source of infection if not thoroughly cooked. The risk of spread from person to person is not greater than for any other gastrointestinal infections. Precautions Proper hand washing and strict hygiene concerning food and beverages as for travellers' diarrhoea and the other gastrointestinal infections. Prophylaxis An oral vaccine is available. It confers a better protection than the former inject-able preparation, and it is virtually free of side-effects. However immunisation against cholera is not usually indicated, even for destinations where cholera is known to occur, as the risk of a serious illness is extremely low in healthy individuals. Today there is no country requesting a cholera vaccination by law. The official validity of the cholera vaccination certificate is 6 months. In countries with a high prevalence of cholera it is of particular importance to avoid any kind of seafood which is not thoroughly cooked. C. INTESTINAL INFECTIONS AND FITNESS TO WORK Any crew member with persisting diarrhoea (i.e. unhabituel, more than 4 unformed bowel movements during the day) should usually refrain from work, whatever the cause of the diarrhoea may be. D. MALARIA Definition An infectious disease characterized mainly by fever caused by the presence of malaria parasites (plasmodia) in the blood. Four different species of plasmodia may cause malaria in man: the most dangerous (P. falciparum) is responsible for Malaria Tropica, which may rapidly lead - if untreated - to life-threatening impairment of the function of vital organs (e.g. central nervous system, kidneys and others). Geographical Distribution Greatest distribution in tropical and subtropical regions with the exception of deserts and highlands. For the most part, the cities and aerodromes served by Air Italy, except for those in tropical Africa, are malaria-free or have a very low risk of transmission. Transmission Anopheles mosquitoes get infected by sucking blood from infected individuals. On subsequent blood-meals they introduce the parasite by their saliva into other human hosts. Anopheles mosquitoes typically feed in the evening hours and at night. Incubation Period The incubation period is the time between the infective mosquito bite and the first symptoms of disease. The incubation period is mostly 7 to 21 days for the potentially life-threatening infections with Plasmodium Falciparum (Malaria Tropica) and never shorter than 6 days.
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 6.1 15 15 Apr 10
It can be considerably longer after incomplete chemoprophylaxis (see below) or quite commonly, in the less dangerous infections with other Plasmodium species, in the latter up to many months. Symptoms and Diagnosis Any high fever more than 6 days after potential exposure is suspicious of malaria infection; headache is a commonly associated symptom, diarrhoea maybe present. In certain cases high spiking intermittent fever may occur at intervals of 3 to 4 days. Anytime malaria is suspected and proper medical examination is not available, presumptive treatment should be taken without delay. Precautions (a) General The methods of control currently available are exposure prophylaxis, chemoprophylaxis and/ or therapy. There is no guaranteed method of protection against malaria. It is impossible to avoid mosquito bites altogether, and even when preventive medicine is correctly administered, there is still a possibility of fever (breakthrough). However, the disease can be cured if treated soon enough and by correct means. Intensive efforts to develop a vaccine are still in progress. (b) Geographical considerations Far East and Latin America: In urban areas there is no or only minimal risk to contract malaria (in India a moderate risk in urban areas). Tropical Africa: In tropical Africa the risk of malaria transmission is high, even in the majority of cities. In addition to a careful exposure prophylaxis (see below) the regular intake of a prophylactic drug must be considered by crew members who have to stay in high riskareas for several days: chemoprophylaxis is particularly recommended for anybody undertaking excursions with overnight-stays in rural areas. For any type of visitor to the tropics, the individual risk of exposure has to be weighed against potential side effects of any drugs. Comparative risks of malaria infection (average rates per 1 -month stay visiting usual touristic sites) varies between 1:50 in West-Africa and 1:100.000 in South America. (a) Exposure prophylaxis Exposure to mosquitoes can be avoided by sleeping inside well-screened areas or under mosquito netting. Outdoors, exposure to mosquito bites can be reduced by wearing clothing that adequately covers the arms and legs, by periodic application of mosquito repellents to the skin (e.g. Anti-Brumm forte spray or Exop-ic-8), and by reducing outdoor activities in the evening, when malaria transmitting mosquitoes usually bite. The prevention of malaria by avoiding exposure has taken on new significance. However, since avoidance is not always possible, the use of drugs (prophylaxis and/or therapy) is unavoidable as well. Repellents are usually well tolerated on the human skin and effective for several hours (e.g. Anti-Brumm forte, Exopic-8, Ultrathon). Extensive application on small babies should be avoided. Please take note that repellents can affect synthetic plastic material including watch glasses, spectacle frames, some synthetic fibbers as acetate-silk and lycra and possibly contact lenses. (b) Chemoprophylaxis and treatment 6.1 - CREW HEALTH PRECAUTIONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 6.1 16 15 Apr 10
Partially different measures are recommended at present to tourists, long-term residents, and crews. The fact that tourists to one particular country often use different drugs and regiments does not mean that one is entirely wrong and the other correct. The diversity of recommendations reflects the fact that there is no single drug which guarantees 100% protection, and that not all drugs are available everywhere. (c) Recommendations to different populations Tourists The recommendations for chemoprophylaxis for short term visitors to the tropics (i.e. up to approximately three months) can be obtained through family doctors, tropical doctors, or immunization centers. Long-term residents (e.g. transferees) Depending on the local risk of malaria transmission and the situation of resistance of the prevalent malaria species to certain anti-malarial drugs, different types of preventive measures will have to be considered: For places with a high malaria transmission risk, systematic chemoprophylaxis may be recommended for the first 6 months of stay. Within this period transferees will become familiar with the local risk pattern, get advice from local doctors, and can even develop a certain partial immunity against malaria. Rather exceptionally, a permanent chemoprophylaxis more than 6 (up to 12) months will be recommended. Note: "Partial immunity" never means complete protection, but initial malaria attacks might become less severe and less dangerous. In certain places, chemoprophylaxis may be indicated repeatedly during certain periods of the year with increased risk of malaria transmission (e.g. during and following the rainy season), or while on excursions to rural risk-areas (and up to 4 weeks later). If a systematic chemoprophylaxis doesn't seem indicated, preventive self-treatment of suspected malaria might be considered, if medical examination is not available within a few hours (see below). Flight personnel Based on experience, an acceptable alternative to chempoprophylaxis (for stays in urban areas only) is to have at hand a standby treatment dose of a drug with reliable efficiency for the case that symptoms suspiciously of malaria should occur. Chemosuppresive Drugs and Regimes (For possible side-effects and precautions see below). ariam (mefloquine): 1 tablet weekly. This is currently the first line chemoprophylaxis for all high-risk areas, especially where P falciparum malaria is known to be resistant to the "older" drugs. Recent studies have shown that even continuous prophylactic use for up to 2.5 years is not associated with an increased risk of side-effects. See also restrictions for flight crews below. Fansidar (sulfadoxine + pyrimethamine) is usually not used any longer for chemoprophylaxis. Nivaquine-100 mg (Chloroquine): 1 tablet daily. Chloroquine resistance is widespread in South East Asia, South America and Tropical Africa. Chloroquine can still be recommended for most parts of India, Central America and malaria-endemic areas of the Middle East. In Africa a combined regimen for Chloroquine and Paludrine can be considered for long term residents or as an alternative to Lariam. Paludrine-100 mg (proguanil): 2 tablets every day. Mainly for long-term residents in African risk areas, usually in combination with Nivaquine. Duration of Chemoprophylaxis 6.1 - CREW HEALTH PRECAUTIONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 6.1 17 15 Apr 10
Medicine should first be taken 8 days before departure. In cases of unexpected shortnotice departures, start immediately. To reach a protective concentration of the drug in the blood within good time, the initial dosage of the prophylactic drug can temporarily be increased, i.e. for mefloquine (Lariam, Mephaquin) by taking 1 tablet every day for the first three days (loading dose). and then switching to the 1 tablet once weekly schedule. Homeopathic Malaria Prophylaxis It is a dangerous error to believe that homeopathic medicines could have any protective effect against malaria. Therapy (presumptive/standby treatment) If no chemoprophylaxis has been taken, malaria presents itself almost invariably with high fever, malaise, headache, and sometimes diarrhoea. Remember that the incubation period is at least 6 days, which means that you might consider malaria rather while skiing after a rotation to tropical Africa than during your actual short stay in the tropics. If malaria should occur after an incomplete or insufficient chemoprophylaxis, the symptoms might be less obvious, but rather like influenza with low grade (or even in the absence of) fever, and after a prolonged incubation period. If for the above reasons you suspect malaria, consult a doctor immediately and tell him, with-out waiting to be asked, that you have been in the tropics. If, due to unfavourable circumstances, prompt medical examination, i.e. within 6 to 12 hours, is not available, you will have to use your standby treatment drug, which you are asked to keep at hand permanently. In this case, take 3 tablets of Fansimef in one dose and then visit a physician as soon as possible. Note that the self administration of Fansimef or other recommended standby treatment drugs is a kind of first aid measure which is able to prevent a rapidly dangerous evolution of a malaria infection. However, as it does not guarantee definite cure of the disease, it is a must to consult a physician even if symptoms are rapidly resolving. As Fansimef is a combination of Fansidar plus Lariam, Fansimef should not be taken by persons known to show symptoms of intolerance to either of these drugs (for side-effects and precautions, see below) Duration of Chemoprophylaxis Medicine should first be taken 8 days before departure. In cases of unexpected shortnotice departures, start immediately. To reach a protective concentration of the drug in the blood within good time, the initial dosage of the prophylactic drug can temporarily be increased, i.e. for mefloquine (Lariam, Mephaquin) by taking 1 tablet every day for the first three days (loading dose). and then switching to the 1 tablet once weekly schedule. Homeopathic Malaria Prophylaxis It is a dangerous error to believe that homeopathic medicines could have any protective effect against malaria. Therapy (presumptive/standby treatment) If no chemoprophylaxis has been taken, malaria presents itself almost invariably with high fever, malaise, headache, and sometimes diarrhoea. Remember that the incubation period is at least 6 days, which means that you might consider malaria rather while skiing after a rotation to tropical Africa than during your actual short stay in the tropics. 6.1 - CREW HEALTH PRECAUTIONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 6.1 18 15 Apr 10
If malaria should occur after an incomplete or insufficient chemoprophylaxis, the symptoms might be less obvious, but rather like an influenza with low grade (or even in the absence of) fever, and after a prolonged incubation period. If for the above reasons you suspect malaria, consult a doctor immediately and tell him, with-out waiting to be asked, that you have been in the tropics. If, due to unfavourable circumstances, prompt medical examination, i.e. within 6 to 12 hours, is not available, you will have to use your standby treatment drug, which you are asked to keep at hand permanently. In this case, take 3 tablets of Fansimef in one dose and then visit a physician as soon as possible. Note that the selfadministration of Fansimef or other recommended standby treatment drugs is a kind of first aid measure which is able to prevent a rapidly dangerous evolution of a malaria infection. However, as it does not guarantee definite cure of the disease, it is a must to consult a physician even if symptoms are rapidly resolving. As Fansimef is a combination of Fansidar plus Lariam, Fansimef should not be taken by persons known to show symptoms of intolerance to either of these drugs (for side-effects and precautions, see below). For long-term travellers to, or residents in areas with widespread resistance of falciparum malaria to Fansidar, Mefloquine (Lariam) is the standby treatment of choice, rather than Fansimef. The dosage of Lariam as an emergency self-treatment is 2 tablets, followed by another 2 tablets after 6 to 8 hours, and again 1 to 2 tablets another 6 to 8 hours later. (For persons with a body weight of less than 60 kgs the total dose is 5 tablets, for those of more than 60 kgs 6 tablets). For individuals who cannot tolerate Mefloquine or Fansidar there are a few other options (e.g. Quinine, Artemether, Malarone). Note that the use of these alternatives requires careful instructions by a specialist in tropical medicine. Possible Side-effects of Anti-malaria Drugs and Precautions Any of the drugs might cause some stomach complaints; this minor risk can be minimized by taking the drug during or after a meal. If there are serious symptoms, intake of the suspected drug must be discontinued and a doctor must immediately be seen. Fansidar Is a sulfa drug. Persons known to be allergic to any sulfonamide (e.g. Bactrim) should not take Fansidar or Fansimef as there is an increased risk of allergy to Fansidar too. Any unusual local or generalized reaction of the skin or mucous membranes while, or shortly after taking Fansidar or Fansimef must raise suspicion to allergy. No further Fansidar or Fansimef should be taken, and medical advice must imperatively be sought. It is important to know that an allergy to Fansidar can also develop when a person has been used to take Fansidar previously without problems. As a whole, untoward reactions to Fansidar are very rare, and with the necessary vigilance concerning allergic skin reactions, it is still an excellent drug if used for proper indications. Fansimef As Fansimef is a combination of Fansidar and Lariam possible side-effects include those mentioned for the two ingredients. The side-effects of a therapeutic dosage of Fansimef is normally mild because of the relatively low dosage of the Lariam component. Lariam 6.1 - CREW HEALTH PRECAUTIONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 6.1 19 15 Apr 10
as a prophylactic drug in the recommended dosage, Lariam is well tolerated. However, if used in the therapeutic dosage some unpleasant subjective side-effects are quite frequently observed, e.g. ringing of the ears, dizziness, headache and nausea which might last for several days. There have been a few reports of more severe, but always transient, neuro-psychiatric side-effects (e.g. hallucinations). Although such reactions occur very rarely, Lariam either for treatment or prophylaxis has to be considered incompatible with duty of flight crew members, (exceptions see below) Mefloquine (Lariam) has now been shown to be safe in the 2nd and 3rd trimester of pregnancy. For early pregnancy its prophylactic use should be avoided. However, if presumptive first-aid treatment for suspected malaria seems indicated (see above), nobody should hesitate to take the necessary medication. Nivaquine Except for the possibility of some gastric intolerance, side-effects to prophylactic dosage are exceedingly rare. Paludrine The tolerance of Paludrine is excellent. Exceptionally, it may cause ulceration of the mucus of the mouth. See special remarks as mentioned above. Pregnancy is a contraindication tor its use. Malaria and Disinfecting of Aeroplane There have been a number of so-called "Airport Malaria" cases in Amsterdam, Brussels, Geneva, London, Paris and Zurich in persons who have never left home but were living or working at or close to aerodromes. There is circumstantial evidence that these cases were transmitted by Anopheles mosquitoes imported by aeroplane arriving from malarious areas. Through disinfecting aeroplane on departure from endemic countries, these particular cases of malaria can be prevented and other diseases transmitted by mosquitoes avoided. It is therefore important to carefully follow the respective instructions at all aerodromes designated for this procedure. Flight Fitness after use of Mefloquine (Lariam, Fansimef) for Flight Crew Members If a therapeutic dose of Mefloquine (5 - 6 tablets), or the Mefloquine containing Fansimef (3 tablets) had to be used for presumptive malaria (self-treatment, and in any case of suspected side-effects of prophylactic (once weekly) use clearance has to be obtained medical services. Malaria prophylaxis with Mefloquine (1 tablet weekly) is compatible with flight duty if at least one dose has been taken not later than 3 days before a flight, and didn't cause any adverse effects. Within 24 hours prior to flight no Mefloquine must be taken. TYPHOID AND PARATYPHOID FEVERS Definition An acute infectious disease, characterized by high fever and not always by intestinal manifestations, caused by bacilli transmitted through infected food and drink. Geographical Distribution Worldwide, particularly where inadequate hygiene leads to infection of drinking water or food-stuffs. Transmission Contamination of food or drink by human faecal or urine, the organism being excreted either by a sick persons during fever or by the so-called healthy carrier. Infection takes 6.1 - CREW HEALTH PRECAUTIONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 6.1 20 15 Apr 10
place only via the gastrointestinal tract due to ingestion of infected material. Eggs, poultry and seafood may also be a source of infection, if not thoroughly cooked.Incubation Time 1 to 3 weeks. Symptoms Rather insidious onset, body temperature rising to 40C (104F), continuously remaining elevated for weeks if not treated. Initially cough may be a feature, and constipation is quite common. Later on diarrhoea and intestinal bleeding can occur. Loss of appetite, lymph pains, mental torpor. Various severe complications may occur in the course of the disease. Cases of death are rare since the introduction of modern antibiotics. Precautions Strict hygiene concerning food and beverages. Prophylaxis Vaccination is not an international requirement for the entry into any country. It is not compulsory for Air Italy crew members but it is strongly recommended when travelling to regions of poor general hygiene . There are two methods for immunization: 1. Oral (Vivotif-tablets): To be taken on empty stomach on days 0,2,4 -exactly as prescribed on the packet. The whole procedure should be finished some days before starting malaria prophylaxis and must not be taken during an antibiotic treatment or chemoprophylaxis, as it might impair the activity of the vaccine. This vaccination has no side-effects, except for rare transient slight diarrhoea. If oral cholera vaccination is also prescribed, an interval of at least 3 days between the two vaccines (Vivotif and Orochol) should be observed. 2. Injection: The injectable vaccine TAB is no longer used now: The protection it con-te/s after 2 - 3 injections is not better than the one after Vivitif, and it often causes harmless, but unpleasant side-effects (local pain, sometimes fever). Better tolerated injectable vaccines have been developed recently.So far as long -term experiences with the newer Vivotif oral vaccine exist, they allow the assumption that the protection conferred by it, is as good and probably longer lasting than that of the injectable vaccine (Vivotif vaccinations have to be renewed every 2 to 3 years, those as Tab-injections every 6 month). Neither method, however, ensure a complete protection. 6.1.11.7 Yellow Fever and other Viral Diseases General A very great number of viral infections are very common in the tropics. Many of them can be transmitted by mosquitoes (e.g. the so-called arbovirus infections). Tropical viral infections account for the majority of febrile illness in travellers to the tropics. Mostly they cause just fever, headache and muscular pain - which can be very prostrating. The symptoms cannot be distinguished from those caused by malaria or some bacterial infections and the latter can only be excluded by appropriate laboratory examination. According to the species of virus, rather rare complications can lead to encephalitis (infection of the central nervous system) or severe troubles of blood coagulation, kidney or liver function. The incubation time is in the order of 3 to 7 days for all arboviral diseases (e.g. usually shorter than for malaria). Treatment for all viral diseases is only supportive, as there are no antibiotics active against viruses. Yellow Fever 6.1 - CREW HEALTH PRECAUTIONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 6.1 21 15 Apr 10
Definition A potentially dangerous arboviral disease, transmitted by mosquitoes, causing damage to the liver and kidneys. Geographical distribution In Africa and South America between latitude 15 degrees North and 15 degrees South. As a consequence of vaccination and environmental sanitation, human infections have become much less frequent than some decades ago. However, epidemic outbreaks have occurred in recent years, particularly in Africa and Latin America. The disease has so far never been observed in Asia, although the vector transmitting the virus is also quite common in Asia. High body temperature, in severe cases rapid deterioration of general condition, drowsiness, spontaneous bleeding, kidney failure. Prophylaxis Vaccination with a single injection is highly protective, without danger nor reactions, valid 10 years beginning 10 days after primary inoculation. All crew members must have a valid vaccination against yellow fever. Dengue and Dengue - like Fevers Dengue viruses belong also to the arbovirus group. These viruses cause a mostly benign disease with high fever, muscular pain, severe headache. The recovery may however be very protracted. The complication of spontaneous bleeding is rare in expatriate people getting infected. There is no vaccination against dengue fever. Dengue and dengue-like fever can be acquired in most tropical areas of all continents. Smallpox Since 1978 not a single case of this formerly very dangerous viral disease, transmitted only from person to person, has been observed in the world. It seems to be completely eradicated and no country in the world now requires smallpox vaccination certificates. Viral Hepatitis The term "hepatitis" means an inflammation of the liver. There are several infections as well as certain drugs and excessive drinking of alcohol which might cause, among other effects, an inflammation of the liver. The term "viral hepatitis" is essentially reserved for infections that attack the liver, caused by different viruses: hepatitis A,B,C,D, E and G. Neither of these types are confined to the tropics. - Low standards of hygiene and sanitation are the most important risk factors for hepatitis A and E. The causative viruses are excreted in the faeces of infected persons. The consumption of contaminated water or food leads to an infection which may be very mild and even pass unnoticed; it can, however, also induce severe jaundice and incapacitation for several weeks. The incubation period for hepatitis A and E is 3 to 5 weeks. - The transmission of hepatitis B and C occurs by inoculation of even smallest amounts of infected blood into small wounds or abrasions of the skin and mucous membranes as well as by unprotected sexual intercourse. The incubation time is 2 to 3 months. 6.1 - CREW HEALTH PRECAUTIONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 6.1 22 15 Apr 10
Hepatitis B, C and G are very common infections in certain risk groups, such as homosexual men and drug addicts. The infectious agent of hepatitis B, C and G may circulate for a long time, sometimes permanently, in the blood of infected persons who might not recognize that they are carriers of the virus. Preventive Measures against Hepatitis A An "active immunization" is available since 1992. "Active immunization" means a vaccination which is able to induce the human organism to form long-lasting immunity (antibodies) against an infectious agent, in contrast to "passive immunization" where preformed antibodies of immune individuals are transferred by injecting certain components of their serum (namely gammaglobuline) to susceptible persons. The new vaccine, which is virtually free of side-affects, has to be administered twice. The first injection is followed by a booster injection after 6 to 12 months. Thereafter, the protective effect lasts for more than 20 years. The formerly used administration of gammaglobuline is not recommended any more for people who might be exposed to the risk of hepatitis A repeatedly or permanently over along period of time, because its protective effect is less perfect and only lasting for not longer than a few weeks or months. Crew members usually belong to this group and are encouraged to perform the new active immunization procedure. Persons who have experienced natural hepatitis A infection in the past are immune against re-infection for life and do not need any kind of hepatitis A vaccination. If you don't know if you have had hepatitis A infection in the past your blood can be checked for antibodies against hepatitis A. Preventive Measures against Hepatitis B An active vaccination (3 injections) is available. Its use is not a general necessity, but particularly recommended for special groups at risk (homosexuals, drug addicts; medical persons). A combined vaccine conferring protection against hepatitis A and B is also available now . Preventive Measures against Hepatitis C and E There is no vaccination available yet. The risk of acquiring hepatitis C can be minimized by same preventive measures as indicated against HIV infection. Observing the same precautions as mentioned for gastrointestinal infections (e.g. amoebia-sis, traveller's diarrhoea) will also reduce the risk of hepatitis E. Hepatitis E is usually a mild and always a self-limiting disease. 6.1.11.8 AIDS AND HIV INFECTION Definition Aids (Acquired Immune Deficiency Syndrome) is the advanced stage of an infection with an immune deficiency virus (HIV, mostly HIV-1, more exceptionally HIV-2) which depresses the body's immune system, weakening its ability to resist numerous other infections. Geographical Distribution HIV infections are now found virtually in all regions of the world. Published figures might not always be quite accurate, e.g. because of under-reporting. Transmission 6.1 - CREW HEALTH PRECAUTIONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 6.1 23 15 Apr 10
The only way of effective transmission of HIV infection are intimate sexual contact with an infected person and the exchange of even very small amounts of infected blood (e.g. needle sharing by drug addicts). Despite early concern about other possible ways of transmission it has been established that HIV is not transmitted by e.g. hand-shaking, sharing of cutlery, kissing or bloodsucking mosquitoes. Course of HIV Infection Infections with HIV may follow various courses. Some infections may remain silent (- i.e. only detectable by blood tests -) for years, and others progress more rapidly into symptomatic disease. 10 years after an infection with the HIV approximately 30% feel perfectly healthy although the immune system might be impaired - and approximately 50% will have experienced so-called AIDS-defining opportunistic infections. Different stages of the infection are classified in several categories (A-C/1 -3) taking into account clinical manifestations and the degree of immuno suppression. Treatment and Prevention Today, there is no effective treatment to cure HIV infection. However, great progress has been made by developing a number of drugs able to slow down the progression of the infection, and thus providing well-being often for years. The chances to remain free of symptoms and to reduce the risk of lifethreatening opportunistic infections are generally better if a treatment is started early. This is a strong argument to detect the infection early and not only in the advanced stage. Despite intense research efforts, an effective vaccine is not in sight for the very near future. Prevention must therefore be based entirely on measures reducing the risk of HIV transmission. The risk of infection increases in direct relation to the number of different or anonymous sexual partners. It should, therefore, not be considered moralistic, but simply medically sound to recommend a one-partner lifestyle. It is now widely known and accepted that the correct use of condoms reduces the risk of transmission. The risk of HIV-transmission by blood transfusions has virtually been eliminated in those countries where systematic screening of blood donors is realised. It has been a matter of discussion if people travelling to certain countries of high HIV prevalence, and where low hygienic standards can be suspected, should carry their own disposable syringes and needles with them for a case-of inevitable emergency medical treatment. As the awareness of HIV-transmission risks is now very high in those medical institutions where Air Italy crews on duty might seek medical assistance, Air Italy does not recommend such measures to its crews. For particular travellers on long-distance overland trips (e.g. through Africa) the indication should be discussed with a physician familiar with all the associated problems. Remember also that at Customs carrying syringes and needles might raise a suspicion of drug-addiction. Diagnostic Aspects of HIV Infection The early diagnosis of HIV infection (screening for HIV infection) relies on blood tests able to detect so-called anti-bodies against the virus; these anti-bodies reflect the defense reaction of the immune system to the invasion by the virus. These tests are now both very sensitive and specific. However, positive screening tests have in any case to be confirmed by other tests to exclude the possibility of "false positive" results.
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 6.1 24 15 Apr 10
As a rule, HIV anti-body screening should be carried out not earlier than 12 weeks after the possible event of transmission. Once transmission of the virus has occurred, the development of anti-bodies takes some time which varies from one infected individual to the other. If a first "early" test is negative and the risk of infection seems considerable, retesting should take place after 4 to 6 months. After this period, nearly all HIV-infections will have induced a detectable anti-body response. It is not a purely philosophic question if HIV-screening should be carried out after a risk of transmission; recognition of any HIV infection may not only reduce the risk of spreading the infection but early treatment can now delay the development of Aids. Do not hesitate to ask your physician for more details. 6.1.11.9 Other Tropical Deseases The description of other, classical tropical diseases - such as trypanosomiasis, filariasis, schistosomiasis, leishmaniasis and others -would be beyond the scope of this chapter. The specialist physician for tropical diseases can give you information about them. As a rule, they present a minor risk for short time visitors to the tropics and people living mostly in urban areas. The observation of the already mentioned general measures for protection against insects, water contact and food hygiene will be a reasonably sufficient prophylaxis against them. 6.1.12 S.A.R.S. (from World Health Organisation Report dated 14/08/2003) Aetiology Severe acute respiratory syndrome (SARS) is a disease caused by SARS coronavirus (SARS-CoV). Epidemiology Nosocomial transmission of SARS CoV has been a striking feature of the SARS outbreak. The majority of the cases are adults. Children are rarely affected. The mean incubation period is 5 days with the range of 2-10 days although there are isolated reports of longer incubation periods. There have been no reports of transmission occurring before the onset of symptoms. Natural history of the disease Week 1 of illness Patients initially develop influenza-like prodromal symptoms. Presenting symptoms include fever, malaise, myalgia, headache, and rigors. No individual symptom or cluster of symptoms has proven specific. Although history of fever is the most frequently reported symptom, it may be absent on initial measurement. Week 2 of illness Cough (initially dry), dyspnoea and diarrhoea may be present in the first week but more commonly reported in the second week of illness. Severe cases develop rapidly progressing respiratory distress and oxygen desaturation with about 20% requiring intensive care. Up to 70% of the patients develop diarrhoea which has been described as large volume and watery without blood or mucus. Transmission occurs mainly during the second week of illness. Clinical outcomes Based on an analysis of data from Canada, China, Hong Kong SAR, Singapore, Viet Nam and the United States the case fatality ratio (CFR) of SARS is estimated to range from 0% 6.1 - CREW HEALTH PRECAUTIONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 6.1 25 15 Apr 10
to more than 50% depending on the age group affected, with an overall CFR estimate of approximately 11%. Higher mortality has also been associated with male sex and presence of co-morbidity in various studies. Elderly and paediatric cases and SARS in pregnancy Atypical presentations such as afebrile illness or concurrent bacterial sepsis/pneumonia have been highlighted as a particular problem in the elderly. Underlying chronic conditions and their more frequent use of health facilities have both contributed to initially unrecognized nosocomial transmission events. SARS occurred less frequently and was observed to be a milder illness in the paediatric population. Known cases of SARS in pregnancy have suggested an increase in fetal loss in early pregnancy and maternal mortality in later pregnancy. NOTE: The diagnosis and Therapy needs medical competence 6.1.13 Cosmic Radiation Prevention In order to prevent that Air Italy crew members would be subject of excessive exposure of cosmic radiation (i.e. ionising and neutron radiation of galactic and solar origin) Air Italy aircraft are limited to operate at a maximum FL 490 (15,000 mt). Moreover, in order to comply with EU-Ops 1.390 Air Italy will adopt the following measures for those crew liable to be subject to exposure of more than 1mSv per year: Assess their exposure; take into account the assessed exposure when organising working schedules with a view to reduce the doses of highly exposed crew members; inform the crew members concerned of the health risks their work involves; ensure that once female crew member have notified the operator that they are pregnant, will keep them working only for ground duties. Ensure that individual records are kept for those crew members who are liable to exceed 5 millisievert (mSv) per year (assessed by statistical means). These exposures are to be notified to the individual on an annual basis, and also upon leaving the operator. The individual records on cosmic radiation dosage must be kept until 12 months after the crew member has left the employ.
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 6.1 26 15 Apr 10
air italy
OPERATIONS MANUAL GENERAL BASIC
A 6.2 i 15 Apr 10
Index 6.2 Health troubles on Board......................................................................................... 1 6.2.1 General................................................................................................................. 1 6.2.1.1 Radio Medical Assistance............................................................................... 1 6.2.1.2 Diversion......................................................................................................... 1 6.2.1.3 Administration ................................................................................................. 2 6.2.2 On Board Medical Kits .......................................................................................... 2 6.2.3 Birth and Death..................................................................................................... 2 6.2.3.1 Birth ................................................................................................................ 2 6.2.3.2 Death .............................................................................................................. 3 6.2.4 Quarantine Regulations ........................................................................................ 4 6.2.5 Health Reports...................................................................................................... 4
6.2 HEALTH TROUBLES ON BOARD
air italy
A 6.2 ii 15 Apr 10
air italy
A 6.2 1 30 May 10
6.2 HEALTH TROUBLES ON BOARD 6.2.1 General All cases of illness on board aircraft (excluding cases of air-sickness and accidents) must be reported to the Health Authorities by the Commander on landing at an airport. The details are to be given in the appropriate part, the Health Declaration, of the Aircraft General Declaration (reference ICAO Annex 9, Appendix 1) see Apx 1. Cases of illness disembarking during the flight must also be reported on arrival. In the event of illness or injury of a passenger in-flight, it is the duty of the Senior Cabin Crew member to report to the Commander. The Cabin Crew will give the first assistance but then if the sickness or injury is serious enough a PA should be made for doctor assistance and then inform the commander. The flight deck crew may also request assistance from a Medical Assistance Agency by radio. For appropriate procedure see below. Any doctor or nurse among the passengers may give valuable advice, but having different specialisations and the difficulty of making an accurate diagnosis they may well are on the side of caution suggesting a diversion. Even with a doctor on board it is extremely valuable to contact a Medical Assistance Agency and allowing the two doctors to discuss the case. The responsibility will be shared and a more measured plan produced. If a diversion is the result then the Agency will be in a position to instigate medical assistance for your arrival at the diversion airport. 6.2.1.1 Radio Medical Assistance In case a qualified medical consultation is desired a Radio Medical Assistance can be contacted using phone patch with Stockholm Radio or other provider or directly by SAT COM telephone. In case of need it is advisable, to provide the following data: Name of patient, nationality and age; Information concerning breathing, pulse, temperature and if possible blood pressure; Symptomatology of patient, localisation and kind of pain and information about the disease; In case of accident, symptomatology of patient, place and description of the accident; Clinic history of patient, medicines available on board, given medicines. The following Radio Medical Assistance are available CIRM (Centro Internazionale Radio Medico) Tel: Refer to OM Part B Vol 3 QRH Section OPS INFO The service is free of charge, Doctors speak Italian and English and are available h 24 6.2.1.2 Diversion If the condition of the passenger is critical, the Commander shall contact the nearest suitable aerodrome for landing and ask for preparation for the care of the sick passenger. The following details shall be relayed: Name of the passenger; illness (if know) / injury; request for doctor and/or ambulance; name of person requesting doctor and/or ambulance. When a Commander require urgent medical assistance the Medical Staff must board before disembarking any passenger. Cabin Crew must ensure that Medical Staff can reach the sick passenger/crew without any undue delay, keeping the corridors clear of obstacle. 6.2 HEALTH TROUBLES ON BOARD
air italy
A 6.2 2 30 May 10
The other passenger will be instructed to remain seated until the sick passenger/crew as been disembarked unless otherwise instructed. 6.2.1.3 Administration For any serious medical event the passengers name and address must be recorded. If the passengers injury/illness requires a medical visit on arrival then the Commander must inform the station manager. If the passenger refuses the visit a declaration to this effect must be signed by the passenger to discharge the company and Crew. 6.2.2 On Board Medical Kits In accordance with ICAO annex 6 and JAA requirements an aeroplane shall carry on board a First-Aid Kits (FAK). Any airplane with a passenger configuration of more than 30 seats and a with route planned more than 60 minutes flying time away from an aerodrome at which qualified medical assistance is available, shall carry, on board an Emergency Medical Kit (EMK). FIRST AID KITS (FAK) The FAK is for medical assistance and first-aid. The FAK should be inspected periodically to confirm that its contents are maintained in the condition necessary for use. The contents should be replenished at regular intervals in accordance with the instructions contained on their label, or as circumstances warrant. The FAK boxes are closed with a yellow seal. Before closing a form should be completed giving details of the use and left inside the box. The procedure is then completed with the required entry in the Cabin Log. Fax is subject to a 24 month life and the expiry date is on the seal placard. EMERGENCY MEDICAL KITS (EMK) The EMK contains medicines and drugs that can be given and/or prescribed by only a Certified Medical Doctor. In the event that the passengers health requires the use of EMK, a search of a Medical Doctor in the cabin is required, otherwise the Commander should contact an International Medical Assistance Agency for Instruction. If a Certified Medical Doctor is present on board, when the time is available, he must produce a valid document and the Senior Cabin Crew must record the name and address of the Doctor in the Report Form. All the procedures, as above, for the FAK are also necessary with the use of the EMK. EMK will be reconditioned every time it is used, content will not expiry at least within next 2 months, a placard report the expiry date. NOTE: The FAK contains medicines that can be taken without prescription, but the passenger shall read the instruction sheet and information on the effects and side effects. If a prescription is required, apply the EMK procedures; if the passenger has a valid prescription, a new prescription is not required. A list of contents of the FAK and the EMK is appropriate manuals. 6.2.3 Birth and Death 6.2.3.1 Birth In the event a child is born during the flight the Commander shall notify the next landing place in advance. On arrival, the Commander shall establish a report in duplicate containing the following points: date, time of birth in hours and minutes; 6.2 HEALTH TROUBLES ON BOARD
air italy

A 6.2 3 30 May 10
place of birth (given in degrees LAT/LONG); full name of born child; sex; status of child (legitimate or illegitimate); full name of parents (including maiden name of mother); nationality of parents, or former nationality for displaced persons, as well as place of birth; home address of parents; profession of the father; in case of illegitimate birth: date of birth of the mother; name of mothers parents; husbands former name for widows and divorced women, as well as date of divorce for the latter; documents used; witness of birth (full name and addresses); signature of the Commander and two other Crew members. The original of this report is to be handed over to the local police authorities, the copy via the fleet chief pilot to administration flight crews for further dispatch. The Italian Consulate or Embassy of the country of first landing must be informed detailing as above. For legal and/or cost aspect administration, flight crews shall also contact Customer Relations. 6.2.3.2 Death In the event a passenger dies during flight the Commander shall notify the Air Italy station manager/station supervisor via ACARS/VHF/HF and ATC of the following particulars at the next point of landing: full name of deceased passenger; nationality; date of birth; home address; station of embarkation; destination; whether accompanied by relatives or friends. The station manager/station supervisor shall immediately inform the competent local police authorities as well as the aerodrome authority giving all details. After landing, the Commander shall establish a report in duplicate containing the following items: Full name of deceased passenger; sex; nationality; date of birth, age; home address; station of embarkation; flight number; route leg; number of flight hours after first embarkation; destination; time of death; 6.2 HEALTH TROUBLES ON BOARD
air italy
A 6.2 4 30 May 10
altitude and situation of the aeroplane at time of death: actual altitude; cabin pressure altitude; cause of death, if known; circumstantial details of death according to report of Cabin Crew member; information whether passenger was ill or not. The original of this report is to be handed over to the competent local police authorities, the copy via fleet chief pilot to administration flight crews for further dispatch. The Italian Consulate or Embassy of the country of first landing must be informed detailing as above. For the legal and for cost aspects, administration flight crew shall also contact Customer Relations. The official physician (e.g. district physician or medical officer of the aerodrome) who is called by the local police authorities will decide whether a forensic medical examination is to be made. The station manager/station supervisor or the Commander checks that the death certificate requirements are complied with. Costs in connection with the deceased may be advanced by the station. Final settlement concerning costs and/or legal actions shall be co-ordinated with customer relations. A medical certificate made out by the official physician, stating that the remains can be transported without risk of infection, must accompany the documents which are necessary for the clearance of the remains. 6.2.4 Quarantine Regulations On receipt of information from the Commander of an arriving flight that a person on board shows symptoms which might indicate the presence of a major disease, the port medical or health authority should be informed immediately. It is the responsibility of the port medical or health authority to decide whether isolation of the aircraft, crew and passengers is necessary. On arrival of the aircraft, nobody shall be permitted to board the aircraft or disembark or attempt to off-load the holds or catering until such time as authorised by the port medical or health authority. 6.2.5 Health Reports The General Declaration includes the Declaration of Health, which must be completed by the Commander or Senior Cabin Crew when the flight arrives from an area under health risk or a suspicion of infectious disease occurred on board. When demanded by Health Authorities the aeroplane Declaration of Health must be completed and handed to the customs officer or medical officer who first boards the aeroplane. Failure to complete the declaration correctly or hand it to the officer concerned may result in the aeroplane being delayed. In some States Health Regulations require that the Commander or his agent complete the health part of the General Declaration, a copy of which must be obtained prior to departure.
OPERATIONS MANUAL
air italy
GENERAL BASIC 6 CREW HEALT PRECAUTIONS

Index
A 6.3 i 16 Jul 08
6.3 Disinfecting Procedures .............................................................................................. 1 6.3.1 General ................................................................................................................. 1 6.3.2 Disinfecting Procedures ........................................................................................ 2
6.3 - DISINFECTING PROCEDURES
OPERATIONS MANUAL
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A 6.3 ii 16 Jul 08
OPERATIONS MANUAL
air italy
A 6.3 1 16 Jul 08
6.3 DISINFECTING PROCEDURES 6.3.1 General For the purpose to avoid spreading of insects carrying transmissible deseases a disinfecting procedure may be required by National and International Regulation. The aeroplane must have been subject to disinfecting before leaving the last airport en route which is situated in Malaria affected area (see table below). AFGANISTAN ANGOLA ARABIA SAUDITA ARGENTINA ARMENIA AZERBAIGIAN BANGLADESH BELIZE BENIN BHUTAN BOLIVIA BOTSWANA BRASILE BURKINA FASO BURUNDI CAMBOGIA CAMERUN CIAD CINA COLOMBIA COMORE CONGO COSTA DAVORIO COSTA RICA EQUADOR EL SALVATOR ERITREA ETIOPIA FILIPPINE GABON GHANA GIBUTI GUATEMALA GUINEA GUINEA BISSAU GUINEA EQUATORIALE GUYANA GUYANA FRANCESE HAITI HONDURAS INDIA INDONESIA IRAN IRAQ ISOLE SALOMONE KENIA LAOS LIBERIA MADAGASCAR MALAWI MALAYSIA MALI MAURITANIA MAYOTTE (TERRITORI FRANCESE) MESSICO MONZAMBICO NAMIBIA NEPAL NICARAGUA NIGER NIGERIA OMAN PAKISTAN PANAMA PAPUA NUOVA GUINEA PARAGUAY PERU REPUBBLICA CENTROAFIRCANA REPUBBLICA DEMOCRATICA DEL CONGO (ex ZAIRE) REPUBBLICA DI COREA REPUBBLICA DOMINICANA REPUBBLICA UNITA DI TANZANIA RUANDA SAO TOME E PRINCIPE SENEGAL SIERRA LEONE SOMALIA SRI LANCA SUA AFRICA SUDAN SURINAME SWAZILAND TAGIKISTAN THAILANDIA TOGO UGANDA VANUATU VENEZUELA VIETNAM YEMEN ZIMBABWE
Some States require disinfecting procedure before leaving Italy (i.e. Seycelles). Furthermore a periodical (not exceeding 4 weeks) disinfection will be assured on the entire aircraft under responsibility of the Maintenance Department. 6.3 - DISINFECTING PROCEDURES
OPERATIONS MANUAL
air italy
A 6.3 2 16 Jul 08
6.3.2 Disinfecting Procedures a) Before Take-off Disinfecting of the passenger cabin and all other accessible interior spaces of the aeroplane including cupboards, toilets, lockers used for clothes, luggage or freight, but except the flight deck, shall be done after the doors have been closed following embarkation and before take-off. Foodstuffs and utensils should be protected from contamination by spray. The flight deck should be sprayed at a suitable time before occupancy by the flight deck crew and the door kept shut, except momentarily for access, until the aeroplane has been cleared for take-off. Hand held aerosol dispensers must be used and dispensed uniformly throughout. Ventilation systems must be shut off for a period of not less than five minutes. If it is deemed necessary by an appropriate official all parts of the aeroplane accessible from the outside only into which insects can penetrate, e.g. cargo holds, are to be disinfected as near as possible to the time the aeroplane leaves the apron. On arrival at destination the empty spray dispensers shall serve as evidence of disinfectiong. Prior to spraying a PA announcement should be made. Passenger should be advised that the aeroplane will be sprayed in order to allow anyone suffering from asthma etc., to have their medication to hand if necessary. b) On arrival In cases in which the relevant national authority require disinfecting to be carried out on arrival it should be carried out as above and no items removed including catering, luggage, etc., or passenger disembarked until no less than five minutes after disinfecting. c) Carriage of Aerosols Enough canisters will be carried and located on board (minimum 4 for wide body). On boarding the aeroplane the Senior Cabin Crew must check that all canisters required are present and intact and if necessary uplift. Each canister is one shot lasting approximately 15 seconds. Full instructions are detailed on the outside. One canister should be used in each hold and one each in the cabin and flight deck. The Senior Cabin Crew will be responsible for the flight deck before occupancy and for the passenger cabin after the doors have been closed. All disinfecting aerosols should be serial numbered and when required by State of arrival it should be entered on the health declaration.
OPERATIONS MANUAL
air italy
GENERAL BASIC 7 FLIGHT TIME LIMITATIONS Index
A 7.0 i 30 May 10
7 FLIGHT & DUTY TIME LIMITATIONS AND REST REQUIREMENTS ............................ 1 7.1 Flight & Duty Time Limitations and Rest Requirements.............................................. 1 7.1.1 Air Italy responsibility ............................................................................................ 1 7.1.2 Crew Members' responsibilities ............................................................................ 1 7.1.3 Definitions............................................................................................................. 1 7.1.4 Flight and duty limitations ..................................................................................... 2 7.1.5 Cabin Crew........................................................................................................... 3 7.1.6 Operational Robustness ....................................................................................... 3 7.1.7 Positioning ............................................................................................................ 3 7.1.8 Reserved .............................................................................................................. 4 7.1.9 Minimum rest ........................................................................................................ 4 7.1.10 Rest periods ....................................................................................................... 4 7.1.11 Extension of flight duty period due to in-flight rest .............................................. 4 7.1.12 Unforeseen circumstances in actual flight operations - commander's discretion 5 7.1.13 Standby ..............................................................................................................5 7.1.14 Nutrition .............................................................................................................. 6 7.1.15 Flight duty, duty and rest period records............................................................. 6 7.1.16 Air Italy Regulations............................................................................................ 6 7.2 EXCEEDANCES AND/OR REDUCTIONS................................................................. 1 7.2.1 General................................................................................................................. 1
OPERATIONS MANUAL
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A 7.0 ii 30 May 10
OPERATIONS MANUAL
air italy
A 7.1 i 15 Apr 10
Index 7 Flight & Duty Time Limitations and Rest Requirements ................................................... 1 7.1 Flight & Duty Time Limitations and Rest Requirements ............................................. 1 7.1.1 Air Italy responsibility ............................................................................................ 1 7.1.2 Crew Members' responsibilities ............................................................................ 1 7.1.3 Definitions ............................................................................................................. 1 7.1.4 Flight and duty limitations ..................................................................................... 2 7.1.4.1 Cumulative Duty Hours ................................................................................... 2 7.1.4.2 Limit on total block times................................................................................. 3 7.1.4.3 Maximum daily flight duty period (FDP) .......................................................... 3 7.1.4.4 Extensions: ..................................................................................................... 3 7.1.5 Cabin Crew ........................................................................................................... 3 7.1.6 Operational Robustness ....................................................................................... 3 7.1.7 Positioning ............................................................................................................ 3 7.1.8 Reserved............................................................................................................... 4 7.1.9 Minimum rest ........................................................................................................ 4 7.1.9.1 Effects on crew members of time zone differences. ....................................... 4 7.1.10 Rest periods........................................................................................................ 4 7.1.11 Extension of flight duty period due to in-flight rest .............................................. 4 7.1.11.1 Flight Crew Augmentation............................................................................. 4 7.1.11.2 Cabin crew Augmentation............................................................................. 4 7.1.12 Unforeseen circumstances in actual flight operations - commander's discretion 5 7.1.13 Standby............................................................................................................... 5 7.1.13.1 Airport Standby ............................................................................................. 5 7.1.13.2 Standby at home or in hotel .......................................................................... 5 7.1.14 Nutrition............................................................................................................... 6 7.1.15 Flight duty, duty and rest period records............................................................. 6 7.1.16 Air Italy Regulations ............................................................................................ 6
7.1 FLIGHT & DUTY TIME LIMITATIONS AND REST REQUIREMENTS
OPERATIONS MANUAL
air italy
A 7.1 ii 15 Apr 10
OPERATIONS MANUAL
air italy
A 7.1 1 15 Apr 10
7 FLIGHT & DUTY TIME LIMITATIONS AND REST REQUIREMENTS The FTL reported in this chapter are valid for Flight Deck and Cabin Crew. 7.1 FLIGHT & DUTY TIME LIMITATIONS AND REST REQUIREMENTS The flight and duty time limitations and rest scheme is in accordance with both: the provisions of Article 7 of reg. (CE) N1899/2006; and regolamento integrative al capo Q dellannesso III del reg. (CE) N.3922/1991. All Air Italy Flights are planned to be completed within the allowable flight duty period taking into account the time necessary for pre-flight duties, the flight and turn-around times. 7.1.1 Air Italy responsibility Duty rosters will be prepared and published sufficiently in advance to provide the opportunity for crew members to plan adequate rest. Air Italy nominate a home base for each crew member. Air Italy is considering the relationship between the frequencies and pattern of flight duty periods and rest periods and give due consideration to the cumulative effects of undertaking long duty hours interspersed with minimum rest. Air Italy will allocate duty patterns which avoid such undesirable practices as alternating day/night duties or the positioning of crew members so that a serious disruption of established sleep/work pattern occurs. Air Italy plan local days free of duty and notify crew members in advance. Air Italy ensure that rest periods provide sufficient time to enable crew to overcome the effects of the previous duties and to be well rested by the start of the following flight duty period. Air Italy ensure flight duty periods are planned to enable crew members to remain sufficiently free from fatigue so they can operate to a satisfactory level of safety under all circumstances. 7.1.2 Crew Members' responsibilities A crew member must not operate an airplane if he/she knows that he/she is suffering from or is likely to suffer from fatigue or feels unfit, to the extent that the flight may be endangered. Crew members must make optimum use of the opportunities and facilities for rest provided and plan and use their rest periods properly. 7.1.3 Definitions Augmented flight crew: A flight crew which comprises more than the minimum number required for the operation of the aeroplane and in which each flight crew member can leave his/her post and be replaced by another appropriately qualified flight crew member. Block Time: The time between an aeroplane first moving from its parking place for the purpose of taking off until it comes to rest on the designated parking position and all engines or propellers are stopped. Break: A period free of all duties, which counts as duty, being less than a rest period. Duty: Any task that a crew member is required to carry out associated with the business of an AOC holder. Unless where specific rules are provided for by this Regulation, the Authority shall define whether and to what extent standby is to be accounted for as duty. 7.1 FLIGHT & DUTY TIME LIMITATIONS AND REST REQUIREMENTS
OPERATIONS MANUAL
air italy
A 7.1 2 15 Apr 10
Duty period: A period which starts when a crew member is required by an operator to commence a duty and ends when the crew member is free from all duties, such as FDP (including preoperating deadhead - i.e. positioning - time), training periods and office time prior to a flight. Flight Duty Period: A Flight Duty Period (FDP) is any time during which a person operates in an aircraft as a member of its crew. The FDP starts when the crew member is required by an operator to report for a flight or a series of flights; it finishes at the end of the last flight on which he is an operating crew member, including those required for commercial operations with another Operator (if applicable). Home base: The location nominated by the operator to the crew member from where the crew member normally starts and ends a duty period or a series of duty periods and where, under normal conditions, the operator is not responsible for the accommodation of the crew member concerned. Local Day: A 24 hour period commencing at 00:00 local time. Local Night: A period of 8 hours falling between 22:00 hours and 08:00 hours local time. A Single Day Free of Duty: A single day free of duty shall include two local nights. A rest period may be included as part of the day off. Operating crew member: A crew member who carries out his/her duties in an aircraft during a flight or during any part of a flight. Positioning: The transferring of a non-operating crew member from place to place, at the behest of the operator, excluding travelling time. Travelling time is defined as: time from home to a designated reporting place and vice versa; time for local transfer from a place of rest to the commencement of duty and vice versa. Rest Period: An uninterrupted and defined period of time during which a crew member is free from all duties and airport standby. Standby: A defined period of time during which a crew member is required by the operator to be available to receive an assignment for a flight, positioning or other duty without an intervening rest period. Window of Circadian Low (WOCL): The Window of Circadian Low (WOCL) is the period between 02:00 hours and 05:59 hours. Within a band of three time zones the WOCL refers to home base time. Beyond these three time zones the WOCL refers to home base time for the first 48 hours after departure from home base time zone, and to local time thereafter. 7.1.4 Flight and duty limitations 7.1.4.1 Cumulative Duty Hours An operator shall ensure that the total duty periods to which a crew member is assigned do not exceed: 190 duty hours in any 28 consecutive days, spread as evenly as practicable throughout this period; and 7.1 FLIGHT & DUTY TIME LIMITATIONS AND REST REQUIREMENTS
OPERATIONS MANUAL
air italy
A 7.1 3 15 Apr 10
60 duty hours in any 7 consecutive days. 7.1.4.2 Limit on total block times Air Italy will ensure that the total block times of the flights on which an individual crew member is assigned as an operating crew member does not exceed 900 block hours in a calendar year; 100 block hours in any 28 consecutive days. 7.1.4.3 Maximum daily flight duty period (FDP) This Flight Time Limitations do not apply to emergency medical service operations (e.g. approved flight to evacuate disaster area). Air Italy has defined a reporting time of 1hr (60 min) for all flights except ETOPS flight where reporting time is 1hr and 15 (75 min) The maximum basic daily FDP is 13 hours. These 13 hours will be reduced by 30 minutes for each sector from the third sector onwards with a maximum total reduction of two hours. When the FDP starts in the WOCL, the maximum stated above is reduced by 100 % of its encroachment up to a maximum of two hours. When the FDP ends in or fully encompasses the WOCL, the maximum FDP stated above is reduced by 50 % of its encroachment. 7.1.4.4 Extensions: The maximum daily FDP can be extended by up to one hour. Extensions are not allowed for a basic FDP of 6 sectors or more. Where an FDP encroaches on the WOCL by up to 2 hours extensions are limited to up to 4 sectors. Where an FDP encroaches on the WOCL by more than 2 hours extensions are limited to up to 2 sectors. The maximum number of extensions is 2 in any 7 consecutive days. Where an FDP is planned to use an extension pre and post flight minimum rest is increased by 2 hours or post flight rest only is increased by 4 hours. Where the extensions are used for consecutive FDPs the pre and post rest between the two operations shall run consecutively. When an FDP with extension starts in the period 22:00 to 04:59 hours the operator will limit the FDP to 11.45 hours. 7.1.5 Cabin Crew For cabin crew being assigned to a flight or series of flights, the FDP of the cabin crew may be extended by the difference in reporting time between cabin crew and flight crew, as long as the difference does not exceed one hour. 7.1.6 Operational Robustness Planned schedules must allow for flights to be completed within the maximum permitted flight duty period. To assist in achieving this operators will take action to change a schedule or crewing arrangements at the latest where the actual operation exceeds the maximum FDP on more than 33% of the flights in that schedule during a scheduled seasonal period. 7.1.7 Positioning All the time spent on positioning is counted as duty. Positioning after reporting but prior to operating shall be included as part of the FDP but shall not count as a sector. A positioning sector immediately following operating sector will be taken into account for the calculation of minimum rest as defined in 7.1.9 below.
OPERATIONS MANUAL
air italy
7.1.8 Reserved
A 7.1 4 15 Apr 10
7.1.9 Minimum rest The minimum rest which must be provided before undertaking a flight duty period starting at home base shall be at least as long as the preceding duty period or 12 hours whichever is the greater; The minimum rest which must be provided before undertaking a flight duty period starting away from home base shall be at least as long as the preceding duty period or 10 hours whichever is the greater; when on minimum rest away from home base, the operator must allow for an 8 hour sleep opportunity taking due account of traveling and other physiological needs; Air Italy after approval of the Authority may authorize a small reduction of the rest away from base for proven and specific operational need and with compensative measure to guarantee the safety. 7.1.9.1 Effects on crew members of time zone differences. After a flight activity that ends in an airport located more than 3 time zones difference from the departure airport, the crew member must compensate operational fatigue with an increment of 1 (one) hour for each time zone difference crossed up to a maximum of 6 hours Up to 3 time zones difference no additional rest required. 7.1.10 Rest periods Air Italy ensure that the minimum rest provided as outlined above is increased periodically to a weekly rest period, being a 36-hour period including two local nights, such that there shall never be more than 168 hours between the end of one weekly rest period and the start of the next. The second of those local night may start from 20.00 local if the weekly rest period has a duration of 40 hours 7.1.11 Extension of flight duty period due to in-flight rest 7.1.11.1 Flight Crew Augmentation When on board are present Flight Crew on duty in a number exceeding the minimum flight crew, the daily limit for the FDP may be increased by following hours: 3hrs if the minimum flight crew is augmented by 1 (one) unit 5hrs if the minimum flight crew is augmented by 2 (two) unit This increment are allowed if following conditions are satisfied: If is possible to plan a continuative period of rest for each crew member, to be performed in approved crew rest (horizontal bed or seat with recline back seat with foot rest separated from the flight deck and isolated from the passenger). The FDP is composed of a maximum of 3 (three) sectors for the 1 unit extension and 2 (two) sectors for the 2 units extension. The division of the rest period between the crew member is balanced between them and must be programmed at the beginning of the flight and thereafter strictly respected. The Flight Crew member that substitute the flight crew member has equal or greater aeronautical title. (those outlined by OPS 1.940 for each position in the flight deck and reported in Ch 5 of this manual) See Table at the end of the chapter as sample. 7.1.11.2 Cabin crew Augmentation For single FDP, when are available on board approved crew rest (horizontal bed or seat with recline back seat and foot rest), that permit a sufficient period, the FDP may be increased to the same amount as those outlined for the Flight Crew Member. 7.1 FLIGHT & DUTY TIME LIMITATIONS AND REST REQUIREMENTS
OPERATIONS MANUAL
air italy
A 7.1 5 15 Apr 10
In this case the division of the rest on board must be balanced between all member, programmed at the beginning of the flight and then strictly respected. In the cabin crew manual are reported for each airplane type the minimum number of cabin crew that must remain on duty. This number must never be less than 50% of the minimum cabin crew defined for the plane. Is Air Italy policy to have on B757 minimum Cabin crew on duty 3 and on B767 minimum Cabin crew on duty 4. 7.1.12 Unforeseen circumstances in actual flight operations - commander's discretion Taking into account the need for careful control of these instances implied underneath, during the actual flight operation, which starts at the reporting time, the limits on flight duty, duty and rest periods prescribed in this chapter may be modified in the event of unforeseen circumstances. Any such modifications must be acceptable to the commander after consultation with all other crew members and must, in all circumstances, comply with the following: The maximum FDP referred to in 7.1.4 above may not be increased by more than two hours unless the flight crew has been augmented, in which case the maximum flight duty period may be increased by not more than 3 hours; If on the final sector within a FDP unforeseen circumstances occur after take off that will result in the permitted increase being exceeded, the flight may continue to the planned destination or alternate; In the event of such circumstances, the rest period following the FDP may be reduced but never below the minimum rest defined in 7.1.9 of this chapter; The Commander must, in case of special circumstances, which could lead to severe fatigue, and after consultation with the crew members affected, reduce the actual flight duty time and/or increase the rest time in order to eliminate any detrimental effect on flight safety; If the commander is exercising this privilege, he will submits a report to the operator whenever a FDP is increased by his/her discretion or when a rest period is reduced in actual operation and Where the increase of a FDP or reduction of a rest period exceeds one hour, a copy of the report, to which the operator must add his comments, is sent to the Authority no later than 28 days after the event. NOTE anytime the rest time is reduced according the paragraph above, a specific form called Riduzione del periodo di riposo, contained in appendinx C25 Form 229 must be filled by the commander and send to the FOPH that must inform Authority as applicable. 7.1.13 Standby 7.1.13.1 Airport Standby A crew member is on airport standby from reporting at the normal report point until the end of the notified standby period. Airport standby will count in full for the purposes of cumulative duty hours. Where airport standby is immediately followed by a flight duty, the relationship between such airport standby and the assigned flight duty this will count 50% for the part exceeding the 6 hrs for the calculation of the FDP. The maximum period of Airport standby is 12hrs. 7.1.13.2 Standby at home or in hotel The maximum period of this type of standby is 14 hrs and when a standby will not be activated in flight activity, must then, be followed by a rest of 8 hrs. The standby time is counted at 50% as duty hrs. 7.1 FLIGHT & DUTY TIME LIMITATIONS AND REST REQUIREMENTS
OPERATIONS MANUAL
air italy
A 7.1 6 15 Apr 10
The maximum FDP of a flight assigned during a standby is related to the maximum FDP available for a flight starting at that hour. 7.1.14 Nutrition A meal and drink opportunity must occur in order to avoid any detriment to a crew member's performance, especially when the FDP exceeds 6 hours. 7.1.15 Flight duty, duty and rest period records Air Italy crew member's records include: block times; start, duration and end of each duty or flight duty periods; rest periods and days free of all duties; and are maintained to ensure compliance with the requirements of this Chapter; copies of these records will be made available to the crew member upon request. If the records held by the operator under above condition do not cover all of his/her flight duty (e.g. part time or freelance pilot or cabin crew), duty and rest periods, the crew member concerned shall maintain an individual record of his/her block times; start, duration and end of each duty or flight duty periods; and rest periods and days free of all duties. A crew member shall present his/her records on request to any operator who employs his/her services before he/she commences a flight duty period. Records shall be preserved for at least 15 calendar months from the date of the last relevant entry or longer if required in accordance with national laws. Additionally, Air Italy will separately retain all aircraft commander's discretion reports of extended flight duty periods, extended flight hours and reduced rest periods for at least six months after the event. 7.1.16 Air Italy Regulations Reporting time: 60 minutes before flight (75 minutes for ETOPS); Pre-flight operations time: 60 minutes before flight (75 minutes for ETOPS); Transfer by air: 90 minutes before EDT (120 min for flight from Terminal 2); by surface: time is reported in the individual schedule Transit time: minimum 30 minutes; Post-flight operations time: 30 minutes.
OPERATIONS MANUAL
air italy
A 7.1 1 15 Apr 10
7.1.17 Sample Maximum daily flight duty period (FDP)

Reporting time 06.00 12.59 13.00 13.59 14.00 14.59 15.00 15.59 16.00 16.59 17.00 17.59 18.00 18.59 19.00 21.59 22.0001.59 02.0003.59 04.0004.59 05.0005.59 Number of sectors 1 or 2 13.00 13.00 12.30 12.30 12.00 12.00 11.30 11.30 11.00 11.00 11.00 11.00 11.00 11.00 11.00 12.00 12.00 13.00 3 12.30 12.30 12.15 12.15 11.45 11.45 11.15 11.15 10.45 10.45 10.30 10.30 10.30 10.30 10.30 10.3011.30 11.30 12.30 4 12.00 12.00 12.00 11.30 11.30 11.00 11.00 - 10.30 10.30 10.00 10.00 10.00 10.00 10.00 10.00 11.00 11.0012.00 5 11.30 11.30 11.30 11.15 11.15 10.45 10.45 10.15 10.15 09.45 09.45 09.30 09.30 09.30 09.30 09.30 10.30 10.30 11.30 6 or more 11.00 11.00 11.00 11.00 10.30 10.30 10.00 10.00 0915 09.30 09.00 09.00 09.00 09.00 09.00 10.00 11.00
Note - Within a band of three time zones the WOCL refers to home base time. Beyond these three time zones the WOCL refers to home base time for the first 48 hours after departure from home base time zone, and to local time thereafter. Tab. 1 2. Maximum daily PDP (table 1) extension. 2.1 The maximum daily FDP can be extended by up to one hour provided following conditions are met:
a. the maximum number of extensions is two in any 7 consecutive days; b. extensions are not allowed for a basic FDP of 6 sectors or more; c. where an FDP encroaches on the WOCL by up to two hours extensions are limited to up to four sectors; d. where an FDP encroaches on the WOCL by more than two hours extensions are limited to up to two sectors; e. where an FDP is planned to use an extension pre and post flight minimum rest is increased by two hours or post flight rest only is increased by four hours. Where the extensions are used for consecutive FDPs the pre and post rest between the two operations shall run consecutively; f. when an FDP with extension starts in the period 22:00 to 04:59 hours the operator will limit the FDP to 11.45 hours.
OPERATIONS MANUAL
air italy
A 7.1 2 15 Apr 10
OPERATIONS MANUAL
air italy
Part Chapt.. Page Rev. 0
A 7.2 i 16 Jul 08
Index 7.2 Exceedances and/or reductions.................................................................................. 1 7.2.1 General ................................................................................................................. 1
7.2 - EXCEEDANCES AND/OR REDUCTIONS
OPERATIONS MANUAL
air italy
A 7.2 ii 16 Jul 08
OPERATIONS MANUAL
air italy
A 7.2 1 16 Jul 08
7.2 EXCEEDANCES AND/OR REDUCTIONS 7.2.1 General Duty time can only be exceed if during the exceedence time no flying activity or simulator activity is required. In any other case, the exceedences of flight and duty time limitations and/or reductions of rest period are regulated by the Subpart Q of EU-OPS and national legislation, which applies for to Air Italy . For the conditions where is acceptable to perform a duty time exceedances and/or rest reduction refer to Ch 7.1 of this manual. NOTE anytime the duty time (PSV) is extended according the paragraph above, a specific form called estensione in effettuazione del PSV, contained in appendinx C24 Form 228 must be filled by the commander and send to the FOPH that must inform Authority according Italian FTL rules. NOTE anytime the rest is reduced according to the paragraph above, a specific form called riduzione del rest fuori sede, contained in appendinx C24 Form 229 must be filled out by the commander and sent to the FOPH that must inform Authority according to Italian FTL rules.
OPERATIONS MANUAL
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A 7.2 2 16 Jul 08
OPERATIONS MANUAL
air italy
GENERAL BASIC 8 OPERATING PROCEDURES
A 8 i 30 May 10
8.1 Flight Preparation Instructions ...................................................................... 1-62 8.2 Ground Handling Instructions ........................................................................ 1-42 8.3 Flight Procedures ............................................................................................. 1-73 8.4 All Weather Operations (AWO) ....................................................................... 1-16 8.5 ETOPS ...................................................................................................................1-6 8.6 Use of MEL and CDL ............................................................................................1-4 8.7 Non Revenue Flights ...........................................................................................1-2 8.8 Oxygen Requirements ........................................................................................1-4 8.9 Cold Weather Operations ................................................................................ 1-10
8.1 FLIGHT PREPARATION INSTRUCTIONS
OPERATIONS MANUAL
air italy
A 8 ii 30 May 10
OPERATIONS MANUAL
air italy
A 8.1 i 30 May 10
Index 8 OPERATING PROCEDURES .................................................................................. 1 8.1 Flight Preparation instructions .............................................................................. 1 8.1.1 Minimum Flight Altitudes (MFA).................................................................. 2 8.1.1.1 General. .................................................................................................. 2 8.1.1.2 Establishment of Minimum Flight Altitudes ............................................. 2 8.1.1.3 Presentation and application of Minimum Flight Altitude ........................ 2 8.1.1.4 Arrival and Departure.............................................................................. 3 8.1.1.5 Responsibility for Terrain Clearance....................................................... 3 8.1.1.6 Flight Plan Requirement ......................................................................... 3 8.1.1.6.1 Company OFP ................................................................................. 3 8.1.1.7 Pressure different from Standard............................................................ 3 8.1.1.8 Temperature below Standard ................................................................. 4 8.1.1.9 High Terrain ............................................................................................ 4 8.1.1.10 Mountain Waves ................................................................................... 5 8.1.1.11 Engine Inoperative................................................................................ 5 8.1.1.12 Further MFA Requirements .................................................................. 5 8.1.2 Criteria for determining the usability of aerodromes ................................... 5 8.1.2.1 Performance Considerations - Class A Aeroplanes................................ 5 8.1.2.1.1 General ............................................................................................ 5 8.1.2.1.2 Terminology ..................................................................................... 6 8.1.2.1.3 Requirements for each phase of the flight........................................ 6 8.1.2.2 Aerodrome categorisation..................................................................... 10 8.1.2.3 Authorised Aerodromes ........................................................................ 11 8.1.2.4 Use of Aerodromes when No Figures or Charts are available. ............. 13 8.1.2.5 Commander/PIC Route and Aerodromes Competence Qualification ... 13 8.1.2.5.1 Aerodrome Competence qualification ............................................ 13 8.1.2.5.2 Route Competence Qualification.................................................... 14 8.1.2.5.3 Exceptional Circumstances ............................................................ 14 8.1.2.5.4 Keeping of Records........................................................................ 14 8.1.3 Methods for establishing aerodrome operating minima (AOM)................. 14 8.1.3.1 Wind limits. ........................................................................................... 15 8.1.3.2 Aeroplane categories ............................................................................ 15 8.1.3.3 Calculation of Aerodrome Operating Minima (AOM) by Pilots .............. 16 8.1.3.3.1 General .......................................................................................... 16 8.1.3.3.2 Calculation of Take-Off Minima ...................................................... 16 8.1.3.3.3 Calculation of Approach Minima..................................................... 16 8.1.3.3.4 Calculation of Circuit Minima.......................................................... 18 8.1.3.4 Aerodrome Operating minima.............................................................. 18 8.1.3.4.1 Take-off .......................................................................................... 18 8.1.3.4.2 Non-Precision approach................................................................. 20 8.1.3.4.3 Precision approach Category I operations .................................. 22 8.1.3.4.4 Precision approach Category II and III operations ...................... 23 8.1.3.4.5 Circling Approach ........................................................................... 23 8.1.3.4.6 Visual Approach ............................................................................. 25 8.1.3.4.7 Minima specification USA/Canada. ................................................ 25 8.1.3.5 Reserved .............................................................................................. 25 8.1.4 Enroute Minima for VFR Flights................................................................ 25 8.1.4.1 Planning minima for VFR Flights .......................................................... 25 8.1.4.2 Minimum Vis for VFR Operations ......................................................... 25 8.1 FLIGHT PREPARATION INSTRUCTIONS
OPERATIONS MANUAL
air italy
8.1.5
A 8.1 ii 30 May 10
Presentation and Application of Aerodrome and En-Route Operating Minima ..................................................................................................... 26 8.1.5.1 General ................................................................................................ 26 8.1.5.2 Presentation ......................................................................................... 26 8.1.5.3 Take-off ................................................................................................ 27 8.1.5.3.1 General.......................................................................................... 27 8.1.5.3.2 Planning minima requirements for Take-off alternate(s). ............... 27 8.1.5.3.3 Meteorological requirements ......................................................... 27 8.1.5.4 Destination, Alternate and En-Route Alternate..................................... 27 8.1.5.4.1 Regulation requirements................................................................ 28 8.1.5.4.2 Meteorological requirements ......................................................... 28 8.1.5.4.3 En-Route Alternate Aerodrome...................................................... 29 8.1.5.4.4 Reduced Contingency fuel En-Route Alternate (3% ERA) ............ 30 8.1.5.5 Conversion of Met Visibility to RVR...................................................... 31 8.1.5.6 Effect on AOM of Temporarily Failed or DowngradedGroundEquipment........................................................ 31 8.1.5.6.1 Introduction. ................................................................................... 31 8.1.5.6.2 General.......................................................................................... 31 8.1.5.6.3 Conditions applicable to the following table. .................................. 31 8.1.5.7 Commanders Discretion ...................................................................... 33 8.1.5.8 Co-pilots Take-off and Landing ............................................................ 33 8.1.5.9 En-Route Operating Minima................................................................. 33 8.1.5.10 Deviation from Flight Plan Route........................................................ 33 8.1.6 Interpretation of Meteorological Information............................................. 34 8.1.6.1 Awareness of the Flight Crew .............................................................. 34 8.1.6.2 Meteorological Actual Reports (METAR).............................................. 34 8.1.6.3 Aerodrome Weather Forecasts (TAFs) ................................................ 36 8.1.6.4 Meteorological Messages and Decodes............................................... 37 8.1.6.5 Forecast table ...................................................................................... 37 8.1.7 Determination of the quantities of fuel, oil and water methanol carried.... 39 8.1.7.1 Fuel Requirement General ................................................................ 39 8.1.7.1.1 Fuel Definitions .............................................................................. 39 8.1.7.2 Standard Fuel Planning........................................................................ 41 8.1.7.2.1 Pre-flight fuel calculation................................................................ 41 8.1.7.2.2 In-flight re-planning fuel calculation ............................................... 41 8.1.7.3 Special Fuel Planning........................................................................... 42 8.1.7.3.1 Dispatch with Less than Total Fuel pre-Calculated (Decision Point Procedure)............................................................................ 42 8.1.7.3.2 Planning with Enroute Alternate..................................................... 42 8.1.7.3.3 Use of Isolated Aerodromes .......................................................... 43 8.1.7.3.4 Predetermined Point Procedure .................................................... 43 8.1.7.4 Inflight procedure ................................................................................. 43 8.1.7.4.1 Enroute alternate procedure .......................................................... 43 8.1.7.4.2 In-flight Fuel Monitoring ................................................................. 44 8.1.7.4.3 Fuel consumption in case of Engine failure ................................... 45 8.1.7.4.4 Fuel consumption in case of pressurization failure and or engine failure............................................................................................. 45 8.1.7.4.5 Keeping Fuel Records ................................................................... 45 8.1.7.5 Oil Requirement ................................................................................... 45 8.1.7.6 Water Methanol Requirement .............................................................. 45 8.1 FLIGHT PREPARATION INSTRUCTIONS
OPERATIONS MANUAL
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A 8.1 iii 30 May 10
8.1.8 Mass and Centre of Gravity ...................................................................... 45 8.1.8.1 General ................................................................................................. 45 8.1.8.2 Terminology .......................................................................................... 46 8.1.8.3 Loading, mass and balance .................................................................. 46 8.1.8.4 Mass and Balance Documentation ....................................................... 46 8.1.8.4.1 General .......................................................................................... 46 8.1.8.4.2 Commanders responsibility ........................................................... 46 8.1.8.4.3 Mass and balance documentation contents ................................... 47 8.1.8.4.4 Computerised system..................................................................... 47 8.1.8.4.5 Data-link ......................................................................................... 47 8.1.8.5 Mass values for crew ............................................................................ 47 8.1.8.6 Mass values for passengers and baggage ........................................... 47 8.1.8.6.1 Passenger classification................................................................. 47 8.1.8.6.2 Passengers and baggage .............................................................. 48 8.1.8.6.3 Mass values for passengers 20 seats or more............................ 48 8.1.8.6.4 Mass values for baggage ............................................................... 48 8.1.8.7 Last Minute Changes Procedure .......................................................... 49 8.1.8.8 Specific Gravity of Fuel and other Fluids .............................................. 49 8.1.8.9 Determination of the dry operating mass of an aeroplane (for info only). 50 8.1.8.9.1 Weighing of an aeroplane .............................................................. 50 8.1.8.9.2 Fleet mass and CG position ........................................................... 50 8.1.8.9.3 Number of aeroplanes to be weighed to obtain fleet values........... 51 8.1.8.9.4 Weighing procedure ....................................................................... 51 8.1.8.9.5 Special standard masses for the traffic load................................... 52 8.1.8.9.6 Aeroplane loading .......................................................................... 52 8.1.8.9.7 Centre of gravity limits.................................................................... 52 8.1.8.10 Definition of the area for flights within the European region (nondomestic) ............................................................................................ 53 8.1.9 ATS Flight Plan......................................................................................... 53 8.1.9.1 IFR Flight Plan ...................................................................................... 53 8.1.9.2 Responsibility for Flight Plan................................................................. 53 8.1.9.3 Replacement Flight Plans ..................................................................... 53 8.1.10 Operational Flight Plan ............................................................................. 53 8.1.10.1 General ............................................................................................... 53 8.1.10.2 Preparation ......................................................................................... 54 8.1.10.3 Maintenance of the Flight Plan ........................................................... 54 8.1.10.4 Contents of the Flight Plan.................................................................. 54 8.1.10.5 Retention of Flight Plan....................................................................... 55 8.1.10.6 Re-routes ............................................................................................ 55 8.1.11 Operators Aeroplane Technical Log ........................................................ 55 8.1.11.1 General ............................................................................................... 55 8.1.11.2 Technical Log ..................................................................................... 55 8.1.11.3 Entering of Defects ............................................................................. 55 8.1.11.4 Deferring of Defects............................................................................ 56 8.1.11.5 Technical Log Procedures .................................................................. 56 8.1.11.5.1 Departure ..................................................................................... 56 8.1.11.5.2 Arrival ........................................................................................... 57 8.1.11.5.3 Aircraft Technical Log Book ......................................................... 57 8.1.11.6 Cabin Defects Book ............................................................................ 57 8.1 FLIGHT PREPARATION INSTRUCTIONS
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A 8.1 iv 30 May 10
8.1.12 List of Documents, Forms and additional Information to be carried ......... 57 8.1.12.1 List of Documents .............................................................................. 57 8.1.12.2 Pilot Voyage Report ........................................................................... 59 8.1.12.3 Flight Envelope Documents ............................................................... 59 8.1.12.4 Other Reports Required ..................................................................... 60 8.1.12.5 Production of documentation and records.......................................... 61
OPERATIONS MANUAL
air italy
8
A 8.1 1 30 May 10
OPERATING PROCEDURES
8.1 FLIGHT PREPARATION INSTRUCTIONS A Commander shall not commence a flight unless he is satisfied that: the aeroplane is airworthy: the Aircraft Technical Logbook (TLB) is filled out as required for the intended flight; the aeroplane configuration is in accordance with the Configuration Deviation List (CDL); the instruments and equipment required for the flight to be conducted are available and are in operable condition except as provided in the approved Minimum Equipment List (MEL); the external surfaces of the aircraft are clear of frost, ice and snow or any deposit which might adversely affect the performances and/or the controllability of the aircraft except as permitted in the Operations Manual; the mass of the aeroplane at the commencement of the Take-Off roll, will be such that the flight can be conducted in compliance with Minimum Flight Altitudes, Aerodrome Operating Minima and Operational Manual Part B FCOM; the load is properly distributed and safely secured; all required flight deck and cabin emergency systems and equipment are available, accessible and serviceable IAW OM Part B and CCM; an Operational Flight Plan (OFP) is produced and carried on board; the provisions specified in the Operations Manual in respect of fuel, oil and oxygen requirements, minimum safe altitudes, aerodrome operating minima and, where required, availability of alternate aerodromes can be complied with for the planned flight; the operations of a twin-engine aeroplane are conducted over a route that does not contain points further from an adequate aerodrome than 60 minutes flight in still air at one engine inoperative cruise speed unless all the requirements for ETOPS are satisfied and the Authority approval for such operations is granted; the Company meteorological, ATS and emergency briefings are performed (refer to 8.1.12.1 for the complete list of documents to be carried on board for each flight); any existing or forecasted icing conditions are within the capabilities of the aircrafts certification and equipment; the parts of the Operations Manual required for the conduct of the flight are available (refer to 8.1.12.1 for the complete list of documents to be carried on board for each flight); the provisions specified in the Operations Manual in respect of aircraft performance and operational limitations are not exceeded; current maps, charts and associated documents or equivalent data are available to cover the intended operation of the aeroplane including any diversion which may reasonably be expected; ground facilities and services required for the planned flight are available and adequate; any operational limitation in addition to those covered by sub paragraphs above can be complied with; the documents, additional information and forms required to be available are on board.
OPERATIONS MANUAL
air italy
A 8.1 2 30 May 10
8.1.1 Minimum Flight Altitudes (MFA) 8.1.1.1 General. When an aircraft is operated for the purpose of commercial air transport, the minimum altitude / Flight Level at which it is permitted to fly is governed, either by national regulations, air traffic control requirements or by the need to maintain a safe height margin above any significant terrain or obstacle en route. The highest Altitude / Flight Level produced by all these considerations for a particular route sector will determine the Minimum Flight Altitude. 8.1.1.2 Establishment of Minimum Flight Altitudes The Minimum Flight Altitudes for both VFR and IFR flights is determined in accordance with the Operations Manual, part C (Jeppesen/Aerad Volumes) for all route segments to be flown which provide the required terrain clearance taking into account the EU-OPS requirements. The procedure for determining the MFA is as follows. A. For night or IMC flying: the Minimum Obstruction Clearance Altitude (MOCA) or, if not available, the Grid Minimum Off-route Altitude (Grid MORA), the relevant Minimum Safe/Sector Altitude (MSA) or, when under the control of an approved radar unit, the Minimum Vectoring Altitude (MVA); B. for VMC flying by day: 500 ft above all obstacles. These shall be calculated in accordance with the requirements of this point 8.1. and particular care must be taken to ensure that the prescribed corrections for adverse weather conditions are applied to the basic MFA to ensure that the MOCA (or Grid MORA), the relevant MSA or MVA is not infringed. For definition of MOCA, MORA, MSA and MVA, see O.M. part C, Jeppesen/Aerad Introduction. The above method for establishing minimum flight altitudes is approved by the Authority. Where minimum flight altitudes established by State over flown are higher than those established by Air Italy, the higher values will apply. When establishing minimum flight altitudes, the following factors must be kept in mind: The accuracy with which the position of the aeroplane can be determined; The probable inaccuracies in the indications of the altimeters used; The characteristics of the terrain (e.g. sudden changes in the elevation) along the routes or in the areas where operations are to be conducted; The probability of encountering unfavourable meteorological conditions (e.g. severe turbulence and descending gusts); Possible inaccuracies in aeronautical charts. In fulfilling the above prescribed requirements, due consideration will be given to: A. Correction for temperature and pressure variation from standard values as per points 8.1.1.7. and 8.1.1.8. below; B. The ATC requirements; C. Any contingencies along the planned route. In any case, MFA for IFR flights can be lower of the Minimum En-route IFR Altitude (MEA), where MEA is the lowest published altitude between radio fixes that meets obstacle clearance requirements between those fixes and in many countries assures acceptable navigational signal coverage. 8.1.1.3 Presentation and application of Minimum Flight Altitude It is Air Italy policy to apply the safety altitudes specified in the Operations Manual, part C. 8.1 FLIGHT PREPARATION INSTRUCTIONS
OPERATIONS MANUAL
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A 8.1 3 30 May 10
Pilots must therefore ensure that they are familiar with and understand the system used by Operations Manual, part C for the designation of safety altitudes and its limitations in area with respect to route centreline and fixes. The MORA values are reported on all Air Italy OFPs (Operational Flight Plans). Flight Crews are allowed to descend below any applicable MFA only if appropriate lateral guidance can be obtained and maintained (i.e. visual contact with ground in case of visual approaches or emergency descent below MORA). 8.1.1.4 Arrival and Departure Flight Crew will follow instrument departure and approach procedures established by the State where the aerodrome is located. Deviation from a published departure or arrival route may be accepted if approved or proposed by ATC and for operational condition providing, in any case, obstacle clearance criteria are observed. The final approach must be flown visually or in accordance with the established instrument approach procedure. 8.1.1.5 Responsibility for Terrain Clearance The final responsibility for terrain clearance remains at all times with the aircraft Commander even when he has been positively identified and is being vectored by radar; in this instance he should use whatever navigational facilities are available to cross check his position, particularly when operating in the vicinity of high ground. The Commander or the pilot to whom conduct of the flight has been delegated will not fly below specified minimum altitude except when necessary for take-off or landing. 8.1.1.6 Flight Plan Requirement The MFA for each section must appear on the Flight Plan carried on the flight deck. It is Air Italys policy to use Grid MORA as MFA. Operational Flight Plan should have this information for each way-point. If the above information is missing, an hand-made entry in the flight plan must be done by the Flight Crew whenever MFA is higher than 10,000 ft. 8.1.1.6.1 Company OFP The Company (Operational Flight Plan) OFP provide a separation of 1000 ft, up to 5000 ft and a separation of 2000 ft above this height, above known terrain or man made obstacles within 10 nm of the track centreline and within 10nm radius of reporting points (the same calculations as for Jeppesen / Aerad Airway MORA). When operating on an IFR flight plan in IMC, in order to utilise the Company 10 nm MSA, the following conditions must be met: (i) Track guidance facilities such as VOR or NDB, or navigation capability using DME, must be available and be of such a class to give reasonable accuracy; or (ii) A serviceable FMS/IRS approved navigation system is utilised to monitor tracking; or (iii) The aircraft is under radar control with position monitoring by reference to other aids (Radar control does not relieve a Commander from his responsibility for ensuring adequate terrain clearance). 8.1.1.7 Pressure different from Standard All published safety altitudes in the Operations Manual Part C relate to height above mean sea level and are measured with reference to QNH. Particular care must therefore be taken when commencing descent in regions of particularly low pressure where terrain clearance is a concern. 8.1 FLIGHT PREPARATION INSTRUCTIONS
OPERATIONS MANUAL
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A 8.1 4 30 May 10
Both altimeters should be set to the regional QNH in order that a cross-check may be carried out before the altimeter of the flying pilot is returned to standard pressure (assuming clearance has been given to a nominated flight level). The difference between the two altimeters should be noted and applied with great care during the descent to ensure that no safety height or clearance level is violated. For quick reference see table below: QNH or NEAREST CORRECTION STATION 1050 + 1.000 ft 1045 + 860 ft 1040 + 720 ft 1035 + 590 ft 1030 + 460 ft 1025 + 320 ft 1020 + 180 ft 1015 + 50 ft 1013 --- -----1010 80 ft 1005 - 220 ft 1000 - 380 ft 995 - 510 ft 990 - 630 ft 985 - 780 ft 980 - 920 ft 975 - 1.080 ft 8.1.1.8 Temperature below Standard Adequate allowance to calculated safety altitude must also be made when the Ambient Temperature on the surface is much lower than Standard. When Ambient Temperature is lower than ISA, the following additions to safety altitudes must be made: Lower than ISA -15C not less than 10%; Lower than ISA -30C not less than 20%; Lower than ISA -50C not less than 25%. 8.1.1.9 High Terrain When flights are conducted within 20 NM of terrain which rises over 2,000 ft, and the selected cruising altitude or one engine inoperative re-establishing altitude is at or close to calculated MFA, the MFA must be corrected for wind effect in accordance with the following table: WIND SPEED(Kts) 030 Kts 3150 Kts 5170 Kts Over 70 Kts ELEVATION of TERRAIN (ft) 2,0008,000 Above 8,000 +500 +1,000 +1,000 +1,500 +1,500 +2,000 +2,000 +2,500
OPERATIONS MANUAL
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8.1.1.10 Mountain Waves Furthermore, when mountain waves are forecast, reported or encountered, the MFA must be further increased when flying over mountainous terrain in order to provide a vertical clearance over the highest ridge at least equal to the height of the ridge above the surrounding terrain. Naturally, common sense suggests that it is preferable, when practicable, to avoid such conditions by choosing an alternate routing, particularly if significant windshear or turbulence is forecast. 8.1.1.11 Engine Inoperative In flight planning, care must be taken that the maximum altitude obtainable with all engines operating and the appropriate maximum cruise altitude with one engine inoperative are both greater than the calculated MFA for all sectors of the route. Where performance is inadequate, the flight may still be dispatched by nominating specific safe escape routes after drift down from a critical point or points en-route. Great care must be taken in calculating such profiles and, in addition to being prominently featured on the flight plan, during the pre-flight briefing the attention of operating crews must be specifically drawn to the procedure required should an engine fail at a critical point. When a particular route require the above procedure detail will be reported in the OM Part C Route Manual 8.1.1.12 Further MFA Requirements The following additional requirements will be considered in conjunction with MFA: Except when taking-off or landing, the absolute minimum height will be at least 2000 ft above any congested area or assembly of people; An MFA must provide adequate terrain clearance in the event of engine failure; Before take-off, both pilots must be fully conversant with the ENGINE FAIL/Emergency Turn Procedure and ATC instructions will be checked to verify compliance with MFA requirements; When under radar control, the aircraft position and height will be monitored continuously and the Flight Crew will be ready to immediately assume responsibility for terrain clearance should there be a loss of radio communication; The ATC Instruction Cleared To normally given in a non-radar environment does not take account of terrain. The instruction Descend To, however is normally used when radar control is applied and MFAs are considered. 8.1.2 Criteria for determining the usability of aerodromes It is Air Italy policy that flights will be planned and operated into and out of controlled aerodromes unless this is precluded by operational considerations. 8.1.2.1 Performance Considerations - Class A Aeroplanes. 8.1.2.1.1 General This Manual refers to performance Class A aeroplanes as prescribed in EU OPS 1 - Sub Part G. The performance regulations applicable for Performance Class A aeroplanes (all jets and all other aeroplanes with more than 9 passenger seats or when above 5,7 t) under EU OPS 1 state as a basic principle that the flight must be dispatched in such a way that at the start of Take-off or in any phase of flight the weight of an aircraft, considering expected fuel consumption and fuel jettison (if available), comply with the requirements and in the 8.1 FLIGHT PREPARATION INSTRUCTIONS
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event of an engine failure the aeroplane can clear all obstacles throughout all phases of the flight by the margins prescribed by the regulations. Account must be taken of any operational factor, aeroplane configuration, environmental conditions and operation of systems which have an adverse effect on performance. 8.1.2.1.2 Terminology Refer to Operations Manual Part A Appendix A 8.1.2.1.3 Requirements for each phase of the flight. All the requirements listed in this paragraph refer to twin engine aircraft only A. Take-off The available runway distances such as TORA (Take-Off Run Available), TODA (Take-Off Distance Available), ASDA (Accelerate Stop Distance Available) or LDA (Landing Distance Available) shall not be exceeded. The Take-off distance must not exceed the TODA with a clearway distance not exceeding half of the TORA. Regardless of the mass limits imposed by the available runway length or possible mass limits caused by obstacles in relation to the Net Flight Path (NFP) and during final climb out, the mass limits for altitude and temperature (formerly called WAT-limits) shall not be exceeded. The Take off performance computations must take also account of the following: the runway surface condition and the type of runway surface; the runway slope in the direction of the take-off; the loss, if any, of runway length due to alignment of the airplane; in case of wind during take-off and landing, not more than 50% of the headwind component or not less than 150% of the tailwind component must be used for calculations; whenever the runway is wet or contaminated the required corrections shall be applied. Only a single value of V1, for the rejected and continued Take-off, will be used. On a wet or contaminated runway, the take-off weight must not exceed that permitted on a dry runway under the same conditions. See Pilot Support Manual - IRT for details B. Take-off obstacle clearance. The flight path begins at a point 35 ft above the end of the Take-Off distance and ends at 1,500 ft above the Take-Off surface (or when the final en-route configuration has been reached). The Take-off distance considered is the longest of the following: 115% of distance with all engines operating from the start of Take-off to the point at which the aeroplane is 35 ft above the runway or clearway (15ft for wet or contaminated runway); The distance from the start of Take off to the point which is 35 ft above runway or clearway assuming failure of the critical engine occurs at the decision speed for a dry runway; As above for wet or contaminated runway but the height considered is 15ft. Obstacles must be cleared by at least 35 ft vertically. When calculating the different segments (1st, 2nd, 3rd, 4th) the obstacle data is presented on the ICAO type A - Obstacle Chart as given for the individual runway and airport in the AIP must be used.As per ICAO annex 4, obstacles on the type A chart must be presented if they penetrate an obstacle slope of 1,2% to the point beyond which no significant 8.1 FLIGHT PREPARATION INSTRUCTIONS
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obstacles exists, but for a maximum distance of 10 Km from the end of the Take-Off distance available. For compliance with performance regulations all obstacles shall be considered if they are within 90 m on either side of the extended centreline plus 0.125% the distance from runway end (the same as 12.5% of the distance D from the end of TODA with the total equal to 90m + 0.125D). For aeroplanes with a wingspan of less than 60 m (757,etc.) 60 m plus half the wingspan, plus 0.125 D may be used. i.e. for B757 = 60 m + 23.7 m + 0.125 D; NOTE: the above described lateral obstacle separation extends up to 300 m, or 600 m if a turn is scheduled (Engine Out Emergency Turn) when the prescribed navigational accuracy can be maintained under one engine inoperative conditions; it extends up to 600 m and 900 m respectively, when the required accuracy cannot be assured. This means that an accurate planning of obstacles is possible only up to a maximum of 10 Km. Since the end of the final climb segment may sometimes be positioned beyond the 10 Km distance, other sources must be used to depict any obstacles. ICAO recommends a type C chart on which all obstacles shall be given within a radius of 45 Km around the airport reference point. Unfortunately this recommendation is only followed occasionally so that this information/chart is available very rarely. Route Manual charts also do not show all obstacles. For route requirements track change shall not be allowed up to a height of one half the wingspan but not less than 50ft.
AIRCRAFT B737-300/400 B737-300W B737-700/800 B737-700W/800W B757-200 B767-200 B767-300 WINGSPAN 28.88 m / 94.9 ft 32.2 m / 102 ft 34.3 m / 112.6 ft 35.8 m / 117.4 ft 38 m / 125 ft 47,57m / 156,1ft 47,57m / 156,1ft HALF WING SPAN 47,45ft 51 ft 56,3ft 58,7 ft 62 ft 78,05 ft 78,05 ft
In any case up to a height of 400 feet above threshold elevation the bank is limited to 15, above 400 feet up to 25 may be scheduled. For bank of 15 or more, performance deterioration and speed adjustment as specified in AFM must be considered; vertical separation becomes 50 ft. The AFM generally provides a climb gradient decrement for a 15 bank turn. For bank angle of more than 15, if no information is provided in AFM, the following speed and gradient corrections must be applied.
BANK 15 20 25 SPEED V2 V2 + 5 kt V2 + 10 kt GRADIENT Correction 1 x AFM 15 gradient loss 2 x AFM 15 gradient loss 3 x AFM 15 gradient loss
Special Procedures and Authority approval are required for bank angles more than 20 between 200 ft and 400 ft and for bank angle more than 30 over 400 ft. 8.1 FLIGHT PREPARATION INSTRUCTIONS
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The Eng Fail Procedure is taking care of all the above considerations. See also Take Off Analysis introduction for further details part of OM Part C Route Manual. B1. Visual obstacle Separation When a sufficient number of visually identifiable obstacles and reference points exist and can readily be seen by the crew a special procedure for manoeuvring the aircraft to clear such obstacles by externally visual reference will be produced. When this procedure is adopted a dedicated, and clearly identified, TO analysis table will be provided and must be used. A special chart will be provided clearly showing the relevant obstacles and the turning points. The procedure will also define the limiting meteorological conditions in which the procedure is permitted; the conditions will be specified in terms of: minimum visibility and cloud cover; maximum wind; day or night and obstacle lighting. C. Standard Instrument Departure Routes (SIDs). SIDs - as published by ATC-Services - are constructed using the procedures outlined under DOC 8168 PANS/OPS. If no special altitudes/levels are promulgated in the SID, procedures are based on a 2.5% slope plus a safety margin of 0.8% - thus requiring a gradient of 3.3% to be highlighted in the all engine case. The 3.3% slope starts at the end of the TODA and extends to the point where the SID ends, or to the minimum IFR safe altitude. From the above it is evident that the 3.3% (minimum gradient) must be achieved also in case of engine failure unless a contingency procedure is prepared by the Operator. If there should be obstacles in the SID penetrating the 2.5% obstacle identification surface, then a higher climb gradient than 2.5%+0.8% safety margin will be required. If the aeroplane weight would allow a one engine out gradient of at least 3.3% - under the altitude / temperature conditions -, then a SID could be followed without problems unless the SID specifies minimum gradients higher than 3.3%. If either the weight is higher or a higher gradient is required, an escape / contingency procedure must be developed to allow a safe departure in case of an engine failure. It is difficult to find maps and charts giving reliable information about obstacles and terrain elevation. ICAO type C charts would be a reliable source. Alternatively ICAO VFR charts may be used although not all obstacles are given. Published MSAs (Minimum Sector Altitudes) for the relevant sector(s) may occasionally be too conservative. From the above it follows that the departure briefing must include a discussion of the obstacle situation along the SID - eventually an escape procedure (i.e. ENGINE FAIL/emergency turn) should be followed in case of an engine failure considering obstacles on track guidance aspects. D. Enroute / Driftdown. The SID ends at a point no lower than the MEA, and usually above it. The MEA does not only provide a 1,000 ft or 2,000 ft, where applicable, vertical obstacle clearance but normally also assures the COM / NAV signals are received so as to ensure track guidance. From the basic performance policy it is evident, that the MEA or MVA (Minimum Vectoring Altitude) - must be maintainable with one engine out. 8.1 FLIGHT PREPARATION INSTRUCTIONS
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It is therefore mandatory, that a drift-down procedure must be developed and observed, in case the aeroplane gross weight is such, that the single engine service ceiling should be below MEA / MVA or MORA (Minimum Off-Route Altitude). For an en-route/one engine inoperative drift-down the following must also be considered: the engine is assumed to fail at the most critical point along the route. account is taken of the effects of winds on the flight path. Fuel jettisoning, if available, is permitted to an extent consistent with reaching the aerodrome with the required fuel reserves, if a safe procedure is used. E. Approach / Missed Approach. Unless otherwise indicated in the procedures, missed approach procedures are based on a minimum gradient of 2.5%. When other than a 2.5% gradient is used this will be indicated on the instrument approach chart. 2.5% is the gradient as derived from an obstacle slope of 1:40 (or only 1:30 in case of some regional airports) extending from the runway end upwards. Since the missed approach point is often located somewhere before the runway, there usually is an adequate distance to the obstacle surface plane so that the required angle is flatter than the minimum required 2.5%. In addition, missed approach is initiated from a height not below 100 ft (CAT II) or 200 ft (CAT I). Airworthiness requirements specify a minimum grade single engine approach gradient for twin engine aeroplanes of 2.1% (CAT I and Non Precision) and 2.5% (CAT II and CAT III). It is therefore recommended, always to observe the CAT II gradient requirement of 2.5% unless otherwise specified in the missed approach procedure. The use of an alternative method must be approved by the Authority. F. Landing Configuration Climb Contrary to all other phases of the flight, the aeroplane in its final landing configuration (that means: gear down + flaps for landing) is not expected to demonstrate a one engine out climb performance. Also airworthiness requirements only require an all engine climb gradient of 3.2%. In case of a balked landing, a go around with one engine failed may only be executed when the height is such as to allow a configuration change from landing climb into approach climb configuration. G. Landing. The landing weight for the estimate time of arrival at destination and/or at any alternate aerodrome shall be below the Maximum Landing Weight reported in the Operations Manual Part B and must allow a full stop landing from 50 ft above threshold. The limits reported in the OM Part B must be observed also for altitude, temperature, expected wind and runway slope of the destination /alternate airport. Operational rules require, that the actual landing distance is factored with 1.67 (60% factor for jets) or 1.43 (70% for prop aeroplanes) Required Dry Landing Distance. The 60% / 70% factor applies for dry runways only. When dispatching a flight to an aerodrome with reports or forecasts or a combination thereof indicate a wet runway, then the Landing Distance Available (LDA) must be such as to allow a landing with the estimated LW considering the 60% / 70% factor (Required Dry Landing Distance) plus a 15% factor for a wet runway (Required Wet Landing Distance = Required Dry Landing Distance times 1.15). When dispatching a flight to an aerodrome with a runway estimated at time of arrival contaminated, the landing distance available (LDA) must be at least the Required Wet 8.1 FLIGHT PREPARATION INSTRUCTIONS
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Landing Distance or at least 115% of the landing distance determined in accordance with approved contaminated landing distance data or equivalent, accepted by the Authority, whichever is greater (Required Contaminated Landing Distance). NOTE: A landing distance on wet or contaminated runway shorter than that required above may be used if the Operations Manual Part B includes specified additional information about landing distance on wet or contaminated runway. When in flight and prior to commencing descent, the crew must consider the actual runway condition for the landing time. For landing with a system failures known before the dispatch, the available runway length must be at least equal to the Required Dry/Wet/Contaminated Landing Distance (it depends by the runway condition) multiplied by the coefficient given in the Operations Manual Part B or MEL. In case of an aircraft system failure occurring in flight and affecting the landing performance, the runway length to be considered for landing is the actual landing distance without failure, multiplied by the landing distance coefficient associated with the failure. The concept of Required Landing Distance no longer applies. H. General notes 1) All type related performance data may be found in the FPPM. 2) Regardless of the AFM / FPPM performance data a Take-Off shall not be made on runways with a reported braking action Poor (or a breaking coefficient less than 0.25). 3) Same restriction applies to landings as well, unless justified by an emergency situation. 4) Increased bank angles procedure above limits of the Operations Manual Part B are not authorised. 5) Steep approach (more than 4.5 angle) are not authorised. 8.1.2.2 Aerodrome categorisation All Air Italy destination and alternate aerodromes are required to be categorised as detailed below and the Operator's categorisations approved by Authority (Operations Manual Part C). Each aerodrome categorisation will be reviewed on an annual basis by the Flight Operations Post-Holder and Fleet Manager and re-categorised as appropriate. A. Category A An aerodrome which satisfies all the following requirements: a. an approved instrument approach procedure; b. at least one runway with no performance limited procedure for Take-Off and/or landing; c. published circling minima not higher than 1,000 ft AAL; d. night operations capability. B. Category B An aerodrome which does not satisfy one or several of the Category A requirements and which requires extra considerations such as: a non standard approach aids and/or approach patterns; b unusual local weather conditions; c unusual characteristics or performance limitations; d unfamiliar or deficient runway lighting system; e difficult terrain; f any other relevant considerations including obstructions, physical layout, lighting etc. which, in the opinion of the Flight Operations Post-Holder require particular briefing. g published circling minima higher than 1,000 ft AAL; 8.1 FLIGHT PREPARATION INSTRUCTIONS
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C. Category C An aerodrome which requires special considerations in addition to those for Category B aerodromes. D. Un-categorised Aerodromes. The Route Manual lists aerodromes already categorised for quick reference. In normal circumstances, Commanders may only operate into aerodromes which have been categorised by the Company and for which required information and Aerodrome Operating Minima have been provided in OM Part C. A Commander cannot self categorise an aerodrome unless in emergency. If in doubt about the aerodrome category, contact Flight Operation Post-Holder or Fleet Manager. 8.1.2.3 Authorised Aerodromes Air Italy operations are limited to aerodromes on the list published on the Operations Manual Part C Ch 2, unless specific authorisation for a particular operation has been obtained from the Flight Operations Post-Holder. In the case of specific authorisation, a full briefing on the operation will be prepared by the Operations Department for the operating crew, if airport is not classified as Category A. In compiling the list of authorised aerodromes and in considering particular cases, care must be taken to ascertain that the aerodrome in question is adequate in respect of the applicable performance requirements and runway characteristics. An aerodrome is adequate for operations if: a) landing and over-flying permission has been obtained; b) it can be reached while respecting the rules of the air; c) the available runway length and width is sufficient to meet the aircraft performance requirements (required Take-Off and landing distance); d) the flight crew members have the required qualifications, experience and documentation including up-to-date approach and aerodrome charts (refer to Operations Manual, part C for aerodrome documentation). The use of aerodromes with no let-down aids is prohibited without the specific authorisation of the Authority; e) rescue and fire fighting aerodrome category is compatible with the aircraft (ICAO DOC 9137-AN/898 - Part 1: Airport Services Manual - Rescue and Fire Fighting). Aerodrome rescue and fire fighting categories and aircraft categories have been developed and recommended for use by ICAO (ANNEX 14) for the purpose of providing information concerning the availability or rescue and fire fighting services at aerodromes. These categories are based on criteria such as aeroplane length, number of movements, etc. and are expressed by figures from 1 to 10 for increasing levels of protection. The table on next page is to be used as guideline only.
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CAT 1 2 3 4 5 6 7 8 9
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OVERALL LENGHT (m) up to 9 9 up to but not including 12 12 up to but not including 18 18 up to but not including 24 24 up to but not including 28 28 up to but not including 39 39 up to but not including 49 49 up to but not including 61 61 up to but not including 76
MAXIMUM FUSELAGE WIDTH (m) 2 2 3 4 4 5 5 7 7
The respective aerodrome category may be found in the Operations Manual, part C. Aerodrome usually informs Air Crew of the Rescue and fire fighting aerodrome capability by communicating the Rescue and fire fighting category or, in some rare cases, the Level of Protection, which is slightly different from the Category. Attention must be paid not confuse the two. As per the table below, the type of aeroplane used in the Air Italys operations normally require the following categories: TYPE B733 B734 B737 B738 B757 B762 CATEGORY 6 6 6 6 7 7 Level Of protection 5 5 5 5 6 6 Acceptable Downgrade 4 4 4 4 5 5
8 7 6 B763 During anticipated periods of reduced activity, the aerodrome category may be reduced as for ICAO annex 14 as for last column above. The fire fighting and rescue services may be downgraded temporarily or for given operating hours. For further category reductions a Flight Operations Post Holder approval is needed after due consideration of all relevant aspects such as type of flight, cargo/dangerous goods on board, aerodrome considerations and weather. At planning stage, restriction due to fire capability may be considered for departure and arrival airports only. The ETOPS En Route Alternates require a minimum of Category 4 or the relevant aeroplane category if lower. f) Unless in case of emergency, the pavement strength should be compatible with the aircraft weight (Refer to Route Manual - Airport or ICAO Annex 14, Attachment B: 8.1 FLIGHT PREPARATION INSTRUCTIONS
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Aerodrome Design and Operations and ICAO DOC 9157-AN/901 Part 3: Aerodrome Design Manual - Pavement) or a derogation is obtained from the airport Authority; g) At the expected time of use, the aerodrome is available and equipped with necessary auxiliary services, such as Air Traffic Services, communications, weather reporting and emergency services; h) At the expected time of use, nav-aids, approach aids, lighting needed for the approved approaches are available. The use of aerodromes with no let-down aids is prohibited without the specific authorisation of the Authority; l) At the expected time of use, the aerodrome is equipped with the necessary ramp handling facilities (refuelling, tow bar, steps, cargo loading, ground power unit, air starter, catering water services, toilet services etc.); m) For international flight, police, custom and immigration services are available at the expected time of use. n) For an ETOPS en-route alternate aerodrome, the following additional points should always (see also point H) be considered: The availability of an ATC facility and The availability of at least one letdown aid (ground radar would so qualify) for an instrument approach. An aerodrome is considered suitable for operation when, in addition to the requirement in order to be adequate, the weather report or forecast, or any combinations thereof indicate the weather conditions are at or above operating minima applicable and a safe landing can be accomplished at the time of intended operation. 8.1.2.4 Use of Aerodromes when No Figures or Charts are available. The use of aerodromes or runways for which no approach charts are available is forbidden other than in an emergency which necessitates their use. 8.1.2.5 Commander/PIC Route and Aerodromes Competence Qualification 8.1.2.5.1 Aerodrome Competence qualification Currency for each category of aerodrome is established by Commanders complying with the briefing and operational requirements listed below in respect of each classification and in accordance with the Route and Aerodrome Competence Training. The Commander must also of course be proficient in any instrument approach system he may be required to use in the operation and with the facilities and procedures at the airfield. Flight Crew qualification required to operate into these categorised airfields (OM Part C ) are as follow: A. Use of Category A Aerodromes Unrestricted to all Commander who are in current operating practice and have an area competence coverage for the area in which the airfield is situated. Route Manual and Aerodrome Briefings where applicable should be studied. B. Use of Category B Aerodromes Airfields which require clearance by a briefing or self-briefing. The Briefing is inserted in the OM Part C. Each Commander must certify that his briefing or self-briefing has been completed before operating on that particular aerodrome. The Commander will certify that he has carried out the correct instructing procedure signing the Tour Plan. Route Manual contains mostly of Cat B Aerodrome briefings.
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C. Use of Category C Aerodromes Airfields which must be briefed and must be visited as Observer, or a familiarisation in an approved flight simulator is performed using an appropriate data base for the concerned aerodrome. Comandanti Facenti Funzioni (which is during the Commander probationary period) are not authorized to operate on Category C Aerodromes. Training Captains are cleared to operate on Category C aerodromes even if the above procedure has not been followed. Category C aerodrome competence qualification must be clearly reported on the personal documentations, with the date of the release and the name of the authorising Commander. 8.1.2.5.2 Route Competence Qualification As a general rule, depending on the complexity of the route, as assessed by the Flight Operations Post Holder, the following methods of familiarisation will be used: For the less complex routes, familiarisation by self training with route documentation, or by means of programmed instruction; For the more complex routes, in addition to sub para above, in flight familiarisation is required, whilst acting as Observer or Co-Pilot, or familiarisation in an approved Flight Simulator using an appropriate data base to the route concerned. Details can be founded in OM Part D. 8.1.2.5.3 Exceptional Circumstances It is Operator policy that except in exceptional circumstances all flight crew members operating a particular aerodrome will be fully qualified on that aerodrome. One pilot should always be so qualified. However, in exceptional circumstances, the Flight Operations PostHolder is authorised to permit a Commander to carry out a flight to a restricted aerodrome which would normally require that he had visited it beforehand, without this visit having been made or on a route that he does not hold a current competence qualification. When such authority is exercised, the Flight Operations Post-Holder will notify the Commander concerned in writing. Consideration must be given to the imposition of special minima and operating conditions on such a flight. This dispensation is not intended for use as an expedient on a regular basis for a series of flights to a particular restricted airfield. Its use will be restricted to circumstances where there are no practical alternatives. 8.1.2.5.4 Keeping of Records Crew records is kept of the aerodrome competence of Commanders. Nevertheless it is the responsibility of each Commander to ensure that he is operating as directed by this manual at all times. 8.1.3 Methods for establishing aerodrome operating minima (AOM) General Normal Operators operations means operations conducted to minima not lower than CAT I Minima. Operations to CAT II and CAT III minima conducted by qualified crews are covered at point 8.4. ( AWO All Weather Operations). Nothing in the published procedures should be taken as limiting a Commander in the full exercise of his discretion under emergency conditions. Landing operations are not authorised below 800m visibilitiy unless RVR information is provided. Refer to 8.1.5.5 (Conversion of Met Visibility to RVR) to obtain the equivalent value RVR value. 8.1 FLIGHT PREPARATION INSTRUCTIONS
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8.1.3.1 Wind limits.
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Maximum Tailwind component B 733/738 10 Kts B 734/737 15 Kts B 757 15 kts B 762 10 kts B 763 15 kts No crosswind limits are given by manufacturers but only crosswind entity demonstrated are reported in aeroplane manuals. Nevertheless Air Italy applies company operational limits which must be respected depending on width and state of the runway. Its the commanders responsibility to apply further limits depending on particular conditions. The wind limits, as reported in this manual, do not constitute planning limitations. OM Part B limitations if applicable are ruling. Maximum Crosswind component Runway width Dry runway Wet runway Standing water/slush Slippery =>45m 40 kts 25 kts 20 kts 10 kts 35m 25 kts 20 kts 10 kts 10 kts 30m 15 kts 10 kts 10 kts 5 kts
Notes: Reduce 5 kts on wet or contaminated runways whenever asymmetric reverse thrust is used. These crosswind guidelines are based on steady wind (no gust) conditions. Autoland wind limits
Headwind component Tailwind component Crosswind component
25kt
15kt for 734/737/757/763 10kt for 733/738/762
25kt 15kts for 734 (10 kt if RVR<100m)
8.1.3.2 Aeroplane categories For minima purposes, aeroplanes are divided into speed categories based on their nominal threshold speeds. These are defined as 1.3 times the stalling speed (1.3 Vs) in the landing configuration or 1.23 times VS1g for EU 25 certified aeroplanes, at maximum certified landing mass. The five categories are as follow and the particular category for each Operator aeroplane type will be stated in the part B for that type:
Aircraft Approach Category Vat (Vref) Range of Speeds for Initial Approach Range of Final Approach Speeds Maximum Speeds for Visual Manoeuvring (Circling) Maximum Speeds for Missed Approach Intermediate Final
<91 90150 (110*) 70100 100 A 91120 120180 (140*) 85130 135 B 121140 160240 115160 180 C 141165 185250 130185 205 D 166/210 185/250 155/230 240 E The appropriate categorisation for Air Italy aircraft is: 8.1 FLIGHT PREPARATION INSTRUCTIONS
100 130 160 185 230
110 150 240 265 275
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GENERAL BASIC 8 OPERATING PROCEDURES TYPE of AIRCRAFT B737-300 B737-400 B737-700 B737-800 B757-200 B767-200 B767-300
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AIRCRAFT APCH CAT Category C Category C Category C Category C Category C Category C Category D
8.1.3.3 Calculation of Aerodrome Operating Minima (AOM) by Pilots 8.1.3.3.1 General Normally, the aerodrome operating minima (AOM) are published in the O.M., part C (Jeppesen - Aerad, Route Manual).If AOM are not published on the approach plate, AOM may be issued to the Flight Crew by the Navigation Service Department (NTO). However, it may be necessary to calculate MIN for an aerodrome or approach procedure for which no valid figures are available, or to meet an in-flight emergency. Commander are authorised to assess their own MIN requirements subject to the following conditions: in the circumstances, it would be reasonably impracticable to obtain guidance from base on this subject; the airfield concerned has no ATC procedures or surrounding terrain peculiarities which would lead the Commander to believe that it might have been categorised other than Category A; all data necessary for calculation of the minima are obtained solely by reference to the following: Operations Manual; Approved Flight Information Supplement; Civil aviation authority which controls the airport; If the assessed minima fall below either state or Company minima (cut-offs), in any component, then the highest minima will apply. In all cases a check must be made with AIS or ATC for any over-riding State minima. Where MIN have been calculated by pilots, the Commander must report this fact to the Flight Operations Post-Holder. The report must detail the values and method employed in calculating the minima. The report will be retained by the Flight Operations Post-Holder. 8.1.3.3.2 Calculation of Take-Off Minima These should be calculated using the criteria defined in this Manual, taking account of any restricting State minima. 8.1.3.3.3 Calculation of Approach Minima For the appropriate Instrument Approach Procedure, ILS, VOR, etc. as the case may be, obtain either the Obstacle Clearance Altitude/Obstacle Clearance Height (OCA/OCH) for pressure (not radio) altimeter for the appropriate speed category, or the Obstacle Clearance Limit (OCL), and any State Minima, from ATC, AIS or an Instrument Approach Chart. NOTE. OCL is being progressively replaced by OCA/OCH.
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A. For Decision Altitude / Decision Height (DA/DH) or Minimum Descend Altitude (MDA) above threshold, use the highest value obtained in a, b, or c below (ensure that the appropriate datum is used): a. CORRECTIONs Add 50 ft to OCA or MDA or OCL: Add 50 ft for all Non-Precision Approach: Add 35 ft for Precision Approach with glide slope of 2.5 to 3.5: Add 45 ft for Precision Approaches with glide slope of 3.6 to 4.0: Total: Round up the Total to next 20 ft: Add 50 ft at Aerodromes over 3,500 ft Elevation: An increment of 100 ft should then be added by pilots to this figure Grand Total: b. State DA + 35 ft. c. APPROACH AID ILS PAR, VOR/DME, SRA (1/2 NM or less) SRA (>1/2 NM), ILS LOC only, VOR, NDB Note 1: Note 2: DH/MDA (ARTE) (ft) 200 300 400 Ft + + + + = + + =
Note 3:
Note 4: Note 5: Note 6:
ILS CAT II/III minima cannot be assessed by individual Commanders as prior approval for the airport Cat II/III minima is required by the Authority. DAs for partially serviceable aids, and in particular an ILS (GS out), should be relevant to the aid in its partially unserviceable state. If this is not given then the aid being used can only monitor the next primary aid such as NDB, VOR etc. When a state promulgates State Minima without notifying OCL or OCA the appropriate aircraft allowance should be added to State Minima to determine the DA for precision procedures. The specified DA should not be less than the height on the nominal GS at which the localiser intersects the runway threshold. ARTE: Above Runway Touch-Down zone Elevation For Non Precision approach setting minima see 8.3.19.2.4.
B. RVR. The RVR to be associated with the height above threshold calculated as above is: a. any State minima; or b. the figure extracted from table on next page, whichever is higher.
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HEIGHT ABOVE THRESHOLD (ft) 200249 250299 300349 350399 400449 450499 500+
Basic Approach Lighting (*) 1,100 1,300 1,500 1,500 1,500 1,500 1,500
RVR (m) Intermediate/Full Approach lighting (*) 800 900 1,100 1,200 1,300 1,400 1,500
(*) See below for definitions of Basic, Intermediate and Full Approach Lighting. 8.1.3.3.4 Calculation of Circuit Minima For calculation of Circuit Minima the same values as for Circling minima will apply (point 8.1.3.4.5). 8.1.3.4 Aerodrome Operating minima. Each aerodrome planned to be used must have an aerodrome operating minima that are not lower than the values given in points below. The method of determination of such minima has been accepted to the Authority. Such minima shall not be lower than any that may be established for such aerodromes by the State in which the aerodrome is located, except when specifically approved by that State. In establishing the aerodrome operating minima which will apply to any particular operation, the following items must be taken in full account: (1) The type, performance and handling characteristics of the aeroplane; (2) The composition of the flight crew, their competence and experience; (3) The dimensions and characteristics of the runways which may be selected for use; (4) The adequacy and performance of the available visual and non-visual ground aids; (5) The equipment available on the aeroplane for the purpose of navigation and/or control of the flight path, as appropriate, during the take-off, the approach, the flare, the landing, roll-out and the missed approach; (6) The obstacles in the approach, missed approach and the climb-out areas required for the execution of contingency procedures and necessary clearance; (7) The obstacle clearance altitude/height for the instrument approach procedures; (8) The means to determine and report meteorological conditions. In accordance with all the above, Operators operating minima are those specified in the approved Operations Manual Part C Jeppesen/Aerad Volumes. 8.1.3.4.1 Take-off (1) General (i) Take-off minima must be expressed as visibility or RVR li Where there is a specific need to see and avoid obstacles on departure and/or for a forced landing, additional conditions (e.g. ceiling) must be specified. (ii) Minima used in Operators operation are those contained in the Operations Manual Part C Jeppesen / Aerad Volumes.. (iii) The Commander shall not commence take-off unless the weather conditions at the aerodrome of departure are equal to or better than applicable minima for landing at that aerodrome unless a suitable take-off alternate aerodrome is available. 8.1 FLIGHT PREPARATION INSTRUCTIONS
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(iv) When the reported meteorological visibility is below that required for take-off and RVR is not reported, a take-off may only be commenced if the Commander can determine that the RVR/visibility along the take-off runway is equal to or better than the required minimum. (v) When no reported meteorological visibility or RVR is available, a take-off may only be commenced if the Commander can determine that the RVR/visibility along the take-off runway is equal to or better than the required minimum. (2) Visual Reference Take-off minima selected ensures sufficient guidance to control the aeroplane in the event of a discontinued take-off in adverse circumstances and/or a continued take-off after a failure of the critical power unit. (3) Required RVR/Visibility Required RVR/Visibility for take-off are published in the Operations Manual Part C Jeppesen Aerad Volumes and Pilot Support Manual. Anyhow, since the aircraft performances have to guarantee the establish safe margins, pilots must be sure that the published minima are in accordance with the following table:
TAKE/OFF MINIMA FACILITIEs Runway edge and centreline lighting and multiple RVR information (****) Runway edge and centreline lighting Runway edge lighting or centreline lightings (*) No facilities (day only) Controlled airports with published SIDs VFR airports with a control zone whose upper limits coincide or penetrate a TMA or another controlled airspace to allow a controlled flight after Take Off VFR airports without a control zone RVR/VIS RVR 150m for CAT A, B, C aeroplane, 200 m for CAT D aeroplane (****) RVR 200 m for CAT A, B, C aeroplane 250 m for CAT D aeroplane RVR 250 m for CAT A,B,C aeroplane 300 m for CAT D aeroplane (*) RVR 500 m VIS 1,500 m plus the requirement to keep clear of clouds until IFR clearance becomes effective (***) VIS 3,000 m /1,500 ft ceiling VMC must be maintainable until IFR clearance becomes effective
Applicable for performance class A aeroplane only (**)
For night operations at least runway edge and runway end identifier / stop lights are required and must be ON. (**) Not to be confused with Aircraft Approach category. (***) If the appropriate ATS Authority permits flights with VIS less than 5,000 mt. (****) A Take-Off minimum at 125 m RVR (CAT A, B, C) or 150 m (CAT D) aeroplane may be used - if so approved by the Authority and LVP are in force at departing aerodrome. See paragraph 8.4 All Weather Operations. (4) No Take-Off Minima Available Where no Take-Off Minima are provided, they may be calculated by extracting the necessary runway lighting or marking information from the Operations Manual Part C Jeppesen / Aerad Volumes and consulting the previously seen table.
(*)
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8.1.3.4.2 Non-Precision approach (1) System minima (i) Minima used in Operators operation are those contained in the Operations Manual Part C Jeppesen/Aerad Volumes. (ii) System minima for non-precision approach procedures, which are based upon the use of ILS without glide-path (LLZ only), VOR, NDB, SRA and VDF must not be lower than the MDH values given in Table below. These heights are above TDZE where this is available otherwise above runway elevation. System minima for non-precision approach aids System minima Facility ILS (no glide path LLZ) SRA (terminating at NM) SRA (terminating at 1 NM) SRA (terminating at 2 NM) VOR VOR/DME NDB VDF (QDM & QGH) Lowest MDH 250 ft 250 ft 300 ft 350 ft 300 ft 250 ft 300 ft 300 ft
(2) Minimum Descent Height. The minimum descent height for a non-precision approach must not be lower than either: (i) The OCH/OCL for the category of aeroplane; or (ii) The system minimum. (3) Visual Reference. A pilot may not continue an approach below MDA/MDH unless at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot: (i) Elements of the approach light system; (ii) The threshold; (iii) The threshold markings; (iv) The threshold lights; (v) The threshold identification lights; (vi) The visual glide slope indicator; (vii) The touchdown zone or touchdown zone markings; (viii) The touchdown zone lights; (ix) Runway edge lights; or (x) Other visual references accepted by the Authority. (4) Required RVR. TDZ RVR is required for a Non Precision Approach. If TDZ RVR is not available, MID RVR report can be used. The lowest minima to be used by an operator for non-precision approaches are:
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RVR for non-precision approach

RVR (m) REQUIREMENTs for NON PRECISION APPROACH FULL FACILITIEs INTERMEDIATE BASIC FACILITIEs FACILITIEs Cat. C Cat. D Cat. C Cat. D Cat. C Cat. D Cat. A Cat. B Cat. A Cat. B Cat. A Cat. B Cat. A MDH NIL APPROACH LIGHT FACILITIEs Cat. C
1600 1800 2000 2000
250299 300449 450649 650+ RWY Markings Approach Lights RWY Edge Lights Threshol d Lights RWY End Lights
800 900 1000 1200
800 1000 1200 1400
800 1000 1200 1400
1200 1400 1600 1800
1000 1200 1400 1500
1100 1300 1500 1500
1200 1400 1600 1800
1400 1600 1800 2000
1200 1300 1500 1500
1300 1400 1500 1500
1400 1600 1800 2000
1600 1800 2000 2000
1500 1500 1500 1500
1500 1500 1500 1500
FACILITIEs REQUIREd X HI/MI: 720 m or More X X X X HI/MI: 420719 m X X X Lights must be Serviceable and ON if required X HI/MI: Less than 420 m X X X X --X or * X or * X or * * NO Lights at all for Day-time Operations Only
NOTEs. 1) Full facilities comprise runway markings, 720 m or more of HI/MI Approach Lights, Runway Edge Lights, Threshold Lights and Runway End Lights. Lights must be on. 2) Intermediate facilities comprise runway markings, 420-719m of HI/MI Approach Lights, Runway Edge Lights, Threshold Lights and Runway End Lights. Lights must be on. 3) Basic facilities comprise runway markings, less than 420 m of HI/MI Approach Lights, any length of LI Approach Lights, Runway Edge Lights, Threshold Lights, Runway End Lights. Lights must be on. 4) Nil Approach Light facilities comprise Runway Markings, Runway Edge Lights, Threshold Lights, Runway End Lights or no lights at all. 5) The tables are only applicable to conventional approaches with a nominal descent slope of not greater than 4%. Greater descent slopes will usually require that visual glide slope guidance (e.g. PAPI) is also visible at the Minimum Descent Height. 6) The above figures are either reported RVR or met visibility converted to RVR as at point 8.1.5.5. (Conversion of Meteorological Reported Visibility to RVR). 7) The MDH mentioned in the above table refers to the initial calculation of MDH.
Cat. D
1800 2000 2000 2000
Cat. B
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When selecting the associated RVR, there is no need to take account of a rounding up to the nearest 10 ft which may be done for operational purposes (e.g. conversion to MDA). (5) Night operations. For night operations at least runway edge, threshold and runway end lights must be on. Inoperative Components RVR published for Approach Procedures are based upon full operation of certain significant components. Higher values will be required if any of these components become inoperative. See table for details. INOPERATIVE or DOWNGRADED EFFECT on LANDING MINIMA COMPONENT All Approach Lights Use Basic Facilities Table Approach Lights except last 210 m Use Basic Facilities Table Approach Lights except last 420 m Use Intermediate Facilities Table Use Basic Facilities Table Daylight All Runway Lighting Operations only Edge Lights Only daylight operations authorised NOTE. If failure of equipment is reported after passing the OM, the approach may be continued at the Commander's discretion. If, however, the unserviceability is reported at an earlier stage, reference should be made to this table, which may result in the approach being abandoned. 8.1.3.4.3 Precision approach Category I operations (1) General. A Category I operation is a precision instrument approach and landing using ILS, MLS or PAR facilities and normally with a decision height not lower than 200 ft and with a runway visual range not less than 550 m. Exemptions to these minima are specified at next point (2) and (3). Decision Height. The decision height to be used for a Category I precision approach must not be lower than: (i) The minimum decision height specified in the Aeroplane Flight Manual (AFM) if stated; (ii) The minimum height to which the precision approach aid can be used without the required visual reference; (iii) The OCH/OCL for the category of aeroplane; or (iv) 200 ft. above the Runway Touch Down Zone (TDZE). Where TDZE is not available, the Aerodrome elevation may be used. (2) Visual Reference. A pilot may not continue an approach below the Category I decision height, determined in accordance with sub-paragraph (2) above, unless at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot: (i) Elements of the approach light system; (ii) The threshold; (iii) The threshold markings; (iv) The threshold lights; (v) The threshold identification lights; 8.1 FLIGHT PREPARATION INSTRUCTIONS
(6)
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(vi) The visual glide slope indicator; (vii) The touchdown zone or touchdown zone markings; (viii) The touchdown zone lights; or (ix) Runway edge lights. Required RVR. TDZ RVR is required for a Cat I Precision Approach. If TDZ RVR is not available, MID RVR report can be used. The lowest associated RVR minima to be used are the values taken from the table below or State minima, whichever is higher. RVR (m) REQUIREd for CAT I APPROACHs DH (ft) FULL INTERMEDIATE BASIC 200 550 700 800 201250 600 700 800 251300 650 800 900 301+ 800 900 1,000 NIL 1,000 1,000 1,200 1,200
NOTEs. 1) Full facilities comprise Runway Markings, 720 m or more of HI / MI Approach Lights, Runway Edge Limits, Threshold Lights, End Lights. Lights must be on. 2) Intermediate facilities comprise Runway Markings, 420 - 719 m of HI/MI Approach Lights, Runway Edge Lights, Threshold Lights, End Lights. Lights must be on. 3) Basic facilities comprise Runway Markings, less than 420 m of HI/MI Approach Lights, Runway Edge, Threshold Lights, End lights. Lights must be on. 4) Nil Approach Light facilities comprise Runway Markings, Runway Edge, Threshold and End Lights or no lights at all. 5) The RVR values are either as reported or met visibility converted as at point 8.1.5.5. (Conversion of the Reported Meteorological Visibility to RVR). 6) The above figures are only applicable to conventional approaches with a slope not exceeding 4. 7) The DH mentioned in table above refers to the initial calculation of DH. When selecting the associated RVR, there is no need to take account of a rounding up to the nearest ten feet, which may be done for operational purposes, e.g. conversion to decision altitude (DA). For night operations at least Runway Edge Lights, Threshold Lights and Runway End Lights must be on. (3) Night operations. For night operations at least runway edge, threshold and runway end lights must be on. 8.1.3.4.4 Precision approach Category II and III operations Refer to section 8.4 All Weather Operations (AWO) procedures. 8.1.3.4.5 Circling Approach Use of Circling Minima Circling (visual manoeuvring) is the term used to describe the visual phase of flight after completing an instrument approach during which an aircraft is brought into position for landing on a runway which is not suitably located for a straight approach. Circling Minima must be used in any of the following conditions: A. when a facility is not aligned within 15 of the centre-line of the landing runway; 8.1 FLIGHT PREPARATION INSTRUCTIONS
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B.
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when an instrument let down (cloud break) procedure is made for the purpose of landing on a runway other than that directly served by the approach aid being used; C. when making a purely visual approach, either straight in or circling at an airfield at which, for any reason, an approach aid is not being used; D. when making a visual circuit following an overshoot from an instrument or purely visual approach. Visual Manoeuvring The decision altitude for visual manoeuvring after an instrument approach should not be less than the notified circling height or minima above aerodrome elevation as for table at below, whichever is the greater. Terrain Clearance The Circling Minimum Altitude is designed to provide a terrain clearance of at least 394 ft (120 m) above the highest spot elevation within 4,2 NM (Cat A, B and C aeroplane) or 5,28 NM (Cat D aeroplane) from the runway threshold. It is permissible to eliminate from consideration a particular sector where a prominent obstacle exists in the circling area outside the final approach and missed approach areas. When this option is exercised, the published procedure prohibits circling within the total sector in which the obstacle exists. Lowest Circling Minima Permitted The lowest Circling minima permitted are the published ones or the ones in the following table whichever are the higher: CAT C (B-757/B-737/762) D (B-763) MDH (ft) 600 700 VISIBILITY (m) 2400 3600
Descent Below Circling Minima Descent below Circling Minima should not be made until: A. visual reference has been established and can be maintained; B. the pilot has the landing threshold in sight; C. the required obstacle clearance can be maintained; and D. the aircraft is in a position to carry out a landing. Visual Flight Manoeuvre Procedure A circling approach is a Visual Flight Manoeuvre. Each circling situation is different because of variables such as runway layout, final approach track, wind velocity and meteorological conditions. Therefore, there can be no single procedure designed that will cater for conducting a circling approach in every situation. After initial visual contact, the basic assumptions are that the runway environment, i.e. the Runway Threshold or Approach Lighting Aids or other markings identifiable with the runway, is kept in sight while at Circling Minima and that there is sufficient visual reference to the terrain to ensure clearance. Missed Approach Procedure while Circling If visual reference is lost while circling to land from an instrument approach, the missed approach specified for the particular procedure must be followed. It is expected that the pilot will make an initial climbing turn toward the landing runway and overhead the aerodrome where he will establish the aircraft climbing on the missed approach track. In as much as the circling manoeuvre may be accomplished in more than one direction, different patterns will be required to establish the aircraft on the prescribed missed approach course depending on its position at the time visual reference is lost. 8.1 FLIGHT PREPARATION INSTRUCTIONS
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8.1.3.4.6 Visual Approach An approach by an IFR flight when either part or all of an instrument approach procedure is not completed and the approach is executed in visual reference to terrain A Visual Approach can be performed when the runway can be maintained in sight until touchdown and is possible to maintain VMC condition at all time. Therefore also traffic separation is responsibility of the crew. Note1: where shallow fog is reported but a visual approach is possible, the RVR must be in excess of 800 m. before such an approach may be commenced. Note2: no limitation to perform night visual approach if the above conditions are satisfied 8.1.3.4.7 Minima specification USA/Canada. Minima Specifications for USA and Canada are reported into OM part C (Aerad Flight Information Supplement). 8.1.3.5 Reserved 8.1.4 Enroute Minima for VFR Flights 8.1.4.1 Planning minima for VFR Flights All Air Italys flights will be conducted under IFR unless extraordinary circumstances require a VFR operation for which express permission must be granted by the Flight Operation Post Holder: On a VFR flight, a Commander will not commence take-off unless current meteorological reports or a combination of current reports and forecasts indicate that the meteorological conditions along the route or that part of route to be flown under VFR will, at the appropriate time, be such as to render compliance with these rules possible. 8.1.4.2 Minimum Vis for VFR Operations The minimum visibility for VFR Operations are as follows:
Airspace Class B CD E Above 900 m (3,000 ft) AMSL or above 300 m (1,000 ft) above terrain whichever is higher Distance from Clouds Flight Visibility Clear of Clouds 1500 m Horizontally 300 m (1000 ft) Vertically FG At and below 900 m (3000 ft) or 300 m (1,000 ft) above terrain, whichever is the higher Clear of cloud and in sight of the surface 5 Km (**)
8 Km at and above 3,050 m (10,000 ft) AMSL 5 Km below 3050 m (10,000 ft) AMSL
(*) When the height of the Transition Altitude is lower than 10,000 ft AMSL, FL100 should be used in lieu of 10,000 ft. (**) Category A and Category B aeroplanes may be operated in flight visibility down to 3,000 m, provided the appropriate ATS authority permits use of a flight visibility less than 5 Km, and the circumstances are such, that the probability of encounters with other traffic is low, and the IAS is 140 Kts or less. Special VFR flights are not commenced when the visibility is less than 3 Km and not otherwise conducted when the visibility is less than 1,5 km. NOTE: When the height of the transition altitude is lower than 10,000 ft AMSL, FL 100 should be used in lieu of 10,000 ft. 8.1 FLIGHT PREPARATION INSTRUCTIONS
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8.1.5 Presentation and Application of Aerodrome and En-Route Operating Minima 8.1.5.1 General Aerodrome Operating Minima (AOM) are established to lay down the minimum weather conditions in which an aircraft can depart or land. The minima are listed on the instrument approach charts published in Jeppesen/Aerad and updated when necessary. All flights, including ferry flights, are subject to AOM. If the MIN for a particular airfield are not listed refer to 8.1.3.3.1 of this manual . For Take-off, a minimum RVR/visibility is stated. This RVR is required to give the pilot the necessary visual reference to control the aircraft along the runway until it is airborne or until the end of a rejected Take-off. The decision altitude (DA)/height(DH) or minimum descent altitude (MDA) for an approach and landing dictates the lowest altitude at which the specified visual reference must be seen in order to continue the approach and land. For landing, the RVR/visibility is the minimum required to give the pilot the necessary information to be able to safely control the flight path during the visual phase of the approach and landing. Some States publish a minimum cloud ceiling which then becomes a requirement as well as a visibility. The AOM published in O.M., part C, are authorised for use, day or night. However, there are two exceptions: VDF AOM are sometimes shown but they are subject to authorisation for use by FOPH.; Cat 2/3 Operations minima are authorised only when published in the OM Part C. As a general rule, no aircraft operated by the Operator shall commence a flight when: A. at the aerodrome of departure, the cloud ceiling, or the RVR, or the visibility from the flight deck assessed by the Commander immediately before the Take-Off run is commenced, is below the relevant Take-Off minima (as stated in Route Manuals); or B. the runway is indistinguishable from its surroundings (e.g. snow, floods); or C. the departure aerodrome conditions are below Operator minima for landing unless a Take-Off alternate aerodrome with actual and forecast conditions above Operator minima is available; Note: For twin engine aircraft, the Take-off alternate aerodrome shall be located as indicated in paragraph 8.1.5.3.2. D. the forecast or actual weather reports, or any combination thereof, indicate that weather conditions at the intended destination will be below Operator minima as specified in paragraph 8.1.5.4. 8.1.5.2 Presentation Take-off: A minimum RVR/Visibility is stated. Precision Approaches: Minima are expressed in terms of DA/DH and RVR. Non Precision Approaches: Minima are expressed in the terms of MDA/MDH and RVR/VIS. NOTE: For a few airfields Jeppesen / Aerad may publish minima for a runway not suitable for Air Italys aircraft. Circling Approaches: Minima are expressed in terms of MDA/MDH and In flight Visibility (IFV).
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8.1.5.3 Take-off
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8.1.5.3.1 General Before commencing a take-off, the Commander will satisfy himself that the RVR or visibility in the take-off direction is equal to or better than the applicable minimum and, according to the information available to him, the weather at the airfield of departure, and the condition of the runway intended to be used should not prevent a safe take-off and departure. The Take-off minima quoted in Jeppesen / Aerad shall apply to all runways unless there is a note to the contrary on the AOM page, or the airfield brief. Note: A Commander will not take-off, unless the forecast weather conditions at the destination or at take off alternate airfield is at or above the required planning minima. 8.1.5.3.2 Planning minima requirements for Take-off alternate(s). If it would not be possible to return to the aerodrome of departure for meteorological or performance reasons, a Take-off alternate must be selected and specified in the operational flight plan. The Take-off alternate aerodrome must be located within: For two-engine aircraft, either: One hour flying time at the one engine inoperative cruising speed according to the Operations Manual, part B in still air standard conditions based on the actual take-off mass ; For ETOPS operations, refer to paragraph 8.5. 8.1.5.3.3 Meteorological requirements An aerodrome, in order to be selected as a take-off alternate aerodrome, must have the appropriate weather reports or forecasts or any combination thereof indicate that, during a period commencing 1 hour before and ending 1 hour after the estimated time of arrival at that aerodrome, at or above the applicable minima specified in accordance with the table below. Planning minima Take-off alternates Type of approach actually Required weather minima at alternate available at alternate aerodrome aerodrome Cat II and III Cat I (Note 1) Cat I Non-precision (Note 2) Non-precision Non-precision (Note 2) plus 200 ft/ 1000 m Circling Circling (Note 2) Note 1: RVR (Vis) values only must be considered. Note 2: Ceiling and RVR (Vis) values must be both considered. 8.1.5.4 Destination, Alternate and En-Route Alternate A destination aerodrome, except isolated destination aerodromes, can be selected as a suitable aerodrome when the appropriate weather reports or forecasts, or any combination thereof, indicated that, during a period commencing 1 hour before and ending 1 hour after the Estimate Time of Arrival (ETA) at the aerodrome, the weather conditions will be at or above the applicable planning minima as follows: RVR visibility specified in accordance with the Operations Manual; and 8.1 FLIGHT PREPARATION INSTRUCTIONS
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For a non-precision approach or a circling approach, the ceiling at or above MDH in accordance with the Operations Manual.
For isolated destination aerodromes refer to paragraph 8.1.5.4.2. 8.1.5.4.1 Regulation requirements. At least one destination alternate for each IFR flight must be selected unless: A. All of the following: (.) The duration of the planned flight from take-off to landing does not exceed 6 hours; and (.) Two separate runways are available and usable at the destination and appropriate weather reports or forecasts for the destination aerodrome or any combination thereof, indicate that, for a period from one hour before until one hour after the expected time of arrival at destination, the ceiling will be at least 2000 ft or circling height + 500 ft, whichever is greater, and the visibility will be at least 5 km; and The destination aerodrome meets the following operational conditions: wind within AOM limits with due consideration of runway conditions; no shallow fog; no thunderstorm in the vicinity; no heavy precipitation with the risk of heavy runway contamination; at least braking action medium, no contamination, no untreated sheet ice. or B. The destination is isolated and no adequate destination alternate exists. At least two destination alternates must be selected when the appropriate weather reports or forecasts for the destination, or any combination thereof, indicate that: a. During a period commencing 1 hour before and ending 1 hour after the estimated time of arrival the weather conditions will be below the applicable planning minima; or b. When no meteorological information is available. Any required alternate(s) must be specified in the operational flight plan. The alternate fuel carried must be sufficient to permit the aircraft to proceed to the alternate which requires the greater amount of alternate fuel. Note 1: for planning fuel without destination alternate see point 8.1.7.1.3.4. Note 2: the flight may still be routed via the scheduled destination. Note 3: Runways on the same aerodrome are considered separate when: 1) there are separate landing surfaces which may overlay or cross such that if one of the runway is blocked it will not prevent the planned type of operations on the other runway; and 2) each of the landing surfaces has a separate approach procedure based on a separate aid. 8.1.5.4.2 Meteorological requirements Destination isolated aerodromes and en-route / destination alternates can be considered as suitable aerodromes when the appropriate weather reports or forecasts, or any combination thereof, indicate that, during a period commencing 1 hour before and ending 1 hour after the estimated time of arrival (ETA) at the aerodrome, the weather conditions will be at or above the applicable planning minima as per the table on next page:
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Planning minima En-route / destination alternates Type of approach actually available at Required weather minima at alternate aerodrome alternate aerodrome Cat II and III Cat I (Note 1) Cat I Non-precision (Note 2) Non-precision Non-precision (Note 2) plus 200 ft/ 1000 m Circling Circling (Note 2) Note 1: Note 2: RVR (Vis) values only must be considered. Ceiling and RVR (Vis) values must be both considered.
For ETOPS en-route alternate planning minima, see Sect. 8.5, and OM Part Long Haul Manual Ch 3 8.1.5.4.3 En-Route Alternate Aerodrome Unless operating under ETOPS (see Operations Manual, Part A, paragraph 8.5), a twoengine aeroplane must always be within 1 hour of flying time from an En-route Adequate Aerodrome. This values for the aircraft operated by Air Italy are: B737 B757 B767 Note 1: 410 NM 430 NM 430 NM
Note 2:
this distances are only intended to be used for establishing the maximum planned separation from an adequate aerodrome. The speeds to apply for real diversion should be in accordance with proper Aeroplane Flight Manual. this speed are calculated from Flight Planning and Performance Manual and does not exceed VMO/MMO in the following conditions: International Standard Atmosphere Level flight at FL170 or at the maximum flight level to which the aeroplane, with one engine operative, can climb, and maintain, using the gross rate of climb specified in the AFM, whichever is less Maximum continuous on the remaining engine An aeroplane mass not less than that resulting from - Take off at sea level at maximum take off mass; and - All engine climb to the optimum long range cruise altitude; and - All engine cruise at the long range cruise speed at this altitude, until the time elapsed since take off is equal to the applicable threshold prescribed above
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8.1.5.4.4 Reduced Contingency fuel En-Route Alternate (3% ERA) An En-Route Alternate is a suitable Encentred on a point 915 nm (25% of TFD, route Aerodrome (see 8.1.5.4.2 for nongreater than 20% of TFD + 50 nm = 782 ETOPS flights and 8.5 for ETOPS flights). nm) from destination. When the minimum fuel for a flight calculated using the normal formula (see 8.1.7.) cannot be carried due to limitations, En Route Alternates (ERA) may be nominated to reduce fuel contingencies at 3% of trip fuel from departure to ERA or 5% from Decision Point DP to destination (for Decision Point Procedure see also this paragraph). The En- Route Alternate (ERA) should be located within a circle having a radius equal to: 20% of the total flight plan distance (TFD), the centre of which lies on the planned route at a distance from the destination the greater of: at least 20% of the total flight plan distance (TFD) plus 50 nm. 25% of the total flight plan distance (TFD). Sample: For a distance (TFD) of 3660 nm the ERA should be located within a radius of 732 nm (20% of the TFD)
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8.1.5.5 Conversion of Met Visibility to RVR The required RVR for each instrument approach procedure is shown next to the DH or MDH on the Jeppesen/Aerad AOM pages. For aerodromes and runways where RVR is not measured and reported to pilots, Air Italy will specify the minimum reported visibility below which an approach to land is not commenced or continued. On runways where it is not reported, or when reporting methods are inoperative, the available meteorological visibility should be converted to an equivalent RVR value. Where a State uses meteorological visibility as opposed to RVR in specifying its minima, the meteorological visibility must not be factored. The meteorological visibility must not be factored when calculating Take-off minima. The meteorological visibility must not be factored when a reported RVR is available. NOTE: If an RVR is reported as being above the maximum value assessed by airports operators eg RVR more than 1500 mt, it is not considered to be a reported RVR. In this contest the conversion table may be used. The meteorological visibility must not be factored for CAT 2/3 operation. CONVERSION of VISIBILITY to RVR DAY NIGHT FACILITIES RVR = Reported Meteorological Visibility x High Intensity Approach and Runway Lighting 1.5 2.0 Any Type of Lighting Installation other than Above 1.0 1.5 Not No Lighting 1.0 Applicable 8.1.5.6 Effect on AOM of Temporarily Failed or Downgraded Ground Equipment 8.1.5.6.1 Introduction. This provides instructions for flight crews on the effects on landing minima of temporary failures or downgrading of ground equipment. Aerodrome facilities are expected to be installed and maintained to the standards prescribed in ICAO Annex 10 and 14. Any deficiencies are expected to be repaired without unnecessary delay. 8.1.5.6.2 General. These instructions are intended for use both pre-flight and in-flight. It is not expected however that the commander would consult such instructions after passing the outer marker (OM) or equivalent position. If failures of ground aids are announced at such a late stage, the approach may be continued at the commander' s discretion. If, however, failures are announced before such a late stage in the approach, their effect on the approach should be considered as described in table below and the approach may be discontinued. 8.1.5.6.3 Conditions applicable to the following table. Multiple failures of runway lights other than indicated in table below are not acceptable. Deficiencies of approach and runway lights are treated separately. CAT II or CAT III operations. A combination of deficiencies in runway lights and RVR assessment equipment is not allowed. Failures other than ILS affect RVR only and not DH. 8.1 FLIGHT PREPARATION INSTRUCTIONS
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EFFECT on LANDING MINIMA of FAILED or DOWNGRADED GROUND EQUIPMENT FAILED or EFFECT on LANDING MINIMA DOWNGRADED CAT IIIB CAT IIIA CAT II CAT I NON EQUIPMENT PRECISION ILS Stand-By NOT Allowed NO Effect Transmitter NO Effect if Replaced by Published Equivalent Outer Marker NOT Applicable Position NO Effect Middle Marker NO Effect unless used as MAPT May be Temporary Replaced Touch Down Zone with Mid Point RVR if Approved by the State of the Aerodrome. RVR NO Effect RVR Assessment System may be Reported by Human Observation Mid Point or Stopped NO Effect RVR Anemometer for RWY NO Effect if Other Ground Source Available in Use Ceilometer NO Effect NOT Allowed for NOT Approach Lights Minima as for Nil Facilities Operations with DH > Allowed 50 ft Approach Lights NOT NO Effect Minima as for Nil Facilities Except the last 210 m Allowed Minima as for Intermediate Approach Lights NO Effect Facilities Except the last 420 m Stand-by Power RVR as for NO Effect NO Effect For Approach Lights CAT I Basic Facilities Whole RWY Lights Day- Minima as for Nil Facilities NOT Allowed System Night Not allowed Edge Lights Day Only Night not allowed Day: RVR 300 Day - RVR 300 m . Centre-Line Lights NO Effect Night not allowed m Night: 550 m Centre-Line Lights RVR 150 NO Effect Spacing increased to m 30 m Day: RVR Day: RVR 300 m Touch-Down Zone 200m NO Effect Night: RVR 550 m Lights Night: 300m Stand-By Power RWY NOT Allowed NO Effect Lights Taxi-Way Lights NO Effect - Except Delays due to Reduced Movement Rate System
Note: Operations with No DH For aeroplanes authorised to conduct No DH Operations with the lowest RVR limitations, the following applies in addition to the content of the table above: RVR: at least one RVR value must be available at the aerodrome; Runway Lights: 1. No runway edge light or no centre light Day only min 200 m Night not allowed; 2. No TDZ lights No restrictions; 3. No stand-by power for runway lights Day RVR 200 m Night not allowed; 8.1 FLIGHT PREPARATION INSTRUCTIONS
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8.1.5.7 Commanders Discretion No discretion can be delegated to a Commander to operate to minima lower than those specified, regardless of the category of operation, or to calculate his own minima for aids and runways which have not been included for the airfield in question. Should the Commander exercise his prerogative in an emergency to operate below the published AOM he will make an entry in the Voyage Report stating his reasons for such a variation. A Commander should elect to operate to a higher minima if he considers that, under the circumstances of the flight, to do otherwise could compromise the safety of the aircraft and his passengers. A Commander could have to assess his own AOM as instructed in the present Operations Manual. 8.1.5.8 Co-pilots Take-off and Landing Commanders may permit the Co-pilot to carry out take-off and landing by day or night (from the right-hand seat only) providing: The runway surface is normal (no slush, snow, ice or standing water); For take-off only, the RVR is not below 400m or a combination of poor visibility and cross-wind is likely to result in directional control difficulties. 8.1.5.9 En-Route Operating Minima The En-Route Operating Minima is coincident with the Minimum Flight Altitude (MFA see point 8.1.1) and must appear on the Operational Flight Plan carried on board. 8.1.5.10 Deviation from Flight Plan Route The Commander must ensure that the flight planned altitude for each segment of the route complies with the relevant MFA. If any deviation from the flight planned track becomes necessary, all terrain and obstructions near the intended track must be carefully considered and adequate allowance made to avoid them, taking account of the following factors: the relevant merits of a direct route over high ground and of an indirect route avoiding it; the possibility of maintaining visual contact with the ground or water as against flying IFR; the accuracy and reliability of navigational aids; the forecast met conditions, including the type and height of clouds over high ground, wind velocity, down draughts, icing layers and any sudden and unpredictable changes in barometric pressure and temperature; the accuracy of maps and charts in certain parts of the world. NOTE: In the matter of Flight Levels (1013.2 hPa altimeter setting) pilots should be on the alert that any clearances received, or rapid descents initiated, do not take them below the safety altitude for the area in which they are flying. The significance of the foregoing is the fact that the safety altitudes or lowest flight levels only pertain to the ADR (Advisory Route), or track, or 10 NM narrow confine of the airway to which they are designated. This means that, if the navigational aid or the navigation of the aircraft is not up to standard, then there is no guarantee that safe clearance is being maintained between the aircraft and the ground. The topographical information provided on radio navigational charts is inadequate. Care must be taken that a spot height is not simply regarded as the highest obstacle in the area, without taking into account the obvious contours of high ground in which many areas around. 8.1 FLIGHT PREPARATION INSTRUCTIONS
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8.1.6 Interpretation of Meteorological Information 8.1.6.1 Awareness of the Flight Crew All flight crew members are required to develop and maintain a sound working knowledge of the system used for reporting aerodrome actual and forecast weather conditions and of the codes associated with it. Some of the codes (e.g. for wind velocity) use the same figures as the values being reported; thus, a wind blowing from 280 at 15 knots is reported as 28015KT. Some of the more important codes, however, use lettered abbreviations which can become particularly significant when flight crews are attempting to assess whether conditions at a particular destination or alternate will be above Operator minima at the planned time of arrival. 8.1.6.2 Meteorological Actual Reports (METAR) Routine Actual Weather Reports (METARs) are compiled half-hourly or hourly at fixed times while the aeronautical meteorological station is open. They may include the following terms to clarify the codes used in reporting the various elements: A. Horizontal visibility. When there is no marked variation in the visibility by direction, the minimum is given in meters. When there is a marked directional variation, however, the reported minimum will be followed by one of the eight points of the compass to indicate direction, e.g. 4000NE. If the minimum visibility is less than 1,500 m and the visibility in another direction is more than 5,000 m, both the minimum and maximum values, and their directions will be given e.g. 1400 SW 6000 N. A code figure of 9999 indicates a visibility of 10 Km or more, while 0000 indicates that the visibility is less than 50 m. B. Runway Visual Range (RVR). An RVR group has the prefix R followed by the runway designator, then an oblique stroke followed by the Touch Down zone RVR in meters. If the RVR is assessed simultaneously on two or more runways, the RVR group will be repeated; parallel runways will be distinguished by the addition of L, C or R after the runaway designator to indicate the left, central or right parallel runway respectively, e.g. R24L/1100 R24R/1150. When the RVR is greater than the maximum value which can be assessed, or more than 1,500 m, the group will be preceded by the letter P, followed by the lesser of these two values, e.g. R24/P1500. When the RVR is less than the minimum value which can be assessed, the RVR will be reported as M followed by the minimum value that can be assessed, e.g. R24/M0050. C. Cloud. Up to four cloud groups may be included, in ascending order of their bases. Each group consist of three letters to indicate the amount (FEW= 1 or 2 Oktas, SCT, or scattered = 3 to 4 Oktas; BKN, or broken = 5 to 7 Oktas, and OVC, or overcast= 8 Oktas) and three figures indicating the height of the base of the cloud layer in hundreds of feet above aerodrome level. Apart from significant convective clouds (CB = Cumulus Nimbus; TCU = Towering Cumulus) cloud types are not indicated. Cloud layers or masses are reported such that the first group represents the lowest individual layer of more than 2 Oktas; the third group is the next higher layer of more than 8.1 FLIGHT PREPARATION INSTRUCTIONS
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4 Oktas, and the additional group, if any, represents significant convective cloud, if not already, reported, e.g. SCT010 SCT015 SCT018CB BKNO25. D. Ceiling. ICAO Definition: the height above the ground or water of the base of the lowest layer of clouds below 6000 meters (20.000 ft) covering more than half of the sky. For flights to/over USA see also the USA definition in OM Part C (Jeppesen / Aerad General). E. CAVOK and SKC. CAVOK will replace the visibility, RVR, weather and cloud groups when the visibility is 10 Km or more; there is no cloud below 5,000 ft or below the highest MSA, whichever is the grater, and no Cumulus Nimbus; and there is no precipitation, thunderstorm, shallow fog or low, drifting snow. If any of these conditions are not met, but there is no cloud to report, then the cloud group is replaced by SKC (Sky Clear). F. Air Temperature and Dew Point. The air temperature and dew point are shown in degrees Celsius, separated by and oblique stroke. A negative value is indicated by an M in front of the appropriate digits, e.g. 10/03 or 01/MO1. G. Pressure setting. The QNH is rounded down to the next whole millibar and reported as a four-figure group preceded by the letter Q. If the QNH value is less than 1,000 hPa, the first digit will be O, e.g. Q0993. H. Recent Weather. Operationally significant weather which has been observed since the previous observation, but which was not current at the time of the present observation, will be reported using the standard present weather code preceded by the indicator RE, e.g. RETS. I. WindShear. A windshear group may be included if windshear is reported along the Take-Off or approach paths in the lowest 1600 feet with reference to the runway in use. WS is used to begin the group as in the examples: WS TKOF RWY20, WS LDG RWY20. J. Runway state. When snow or other runway contamination is present, an eight-figure group may be added at the end of the METAR. K. Trend. A trend group is added when significant changes in conditions are forecast to occur during the two hours following the time of observation. The codes BECMG (becoming) or TEMPO (temporarily) are used, and may be followed by a time group (in hours and minutes UTC), preceded by one of indicators FM (from), TL (until), or AT (at). These are followed by the expected change using the standard codes, e.g. BECMG FM 1100 250/35G50KT or TEMPO FM 0630 TL0830 3000 SHRA. Where no such significant changes are expected, the trend group will be replaced by the word NOSIG. L. DENEB. The code word DENEB may be added to a METAR to indicate that fog dispersal operations are in progress. Information which is missing from the METAR may be indicated by the use of oblique strokes to replace the missing code figures/letters. 8.1 FLIGHT PREPARATION INSTRUCTIONS
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8.1.6.3 Aerodrome Weather Forecasts (TAFs) Aerodrome weather forecasts (TAFs) are usually issued to describe the forecast conditions at an aerodrome covering a period of 9 to 24 hours. The validity periods of many of the longer forecasts may not start for up to 8 hours after the time of origin and the forecast details only cover the last 18 hours. The 9 hours TAFs are updated and re-issued every 3 hours, and those valid for 12 and 24 hours, every 6 hours. Amendments are issued as and when necessary. A TAF may be sub-divided into two or more self-contained parts by the use of the abbreviation FM (from) followed by the time UTC to the nearest hour, expressed as two figures. Many of the groups used for METARs are also used in the TAFs, but differences are noted below: A. Validity period. Whereas a METAR is a report of conditions at a specific time, the TAF contains the date and time of origin, followed by the start and finish times of the validity period in whole hours UTC, e.g. TAF EGLL 130600Z (date and time of issue) 0716 (period of validity 07:00 to 16:00 hours UTC). B. Horizontal Visibility. The minimum visibility only is forecast - RVR is not included. C. Weather. If no significant weather is expected, the group is omitted. After a change group, however, if the weather ceases to be significant, the abbreviation NSW (no significant weather) will be inserted. D. Cloud. When clear sky is forecast, the cloud group will be replaced by SKC (sky clear). When no Cumulus Nimbus, or clouds below 5,000 ft or below the highest minimum sector altitude, whichever is the grater, are forecast but CAVOK or SKC are not appropriate, the abbreviation NSC (no significant cloud) will be used. E. Significant Changes. In addition to FM and the time (see point above) significant changes may be indicated by the abbreviation BECMG (becoming) or TEMPO (temporarily). BECMG is followed by a four-figure group indicating the beginning and ending of the period in which the change is expected to occur. The change in the forecast conditions is expected to be permanent, and to occur at an unspecified time within this period. TEMPO will similarly be followed by a four-figure time group; it indicates a period of temporary fluctuations in the forecast conditions which may occur at any time during the stated period. The TEMPO conditions are expected to last less than one hour in each instance, and in aggregate, less than half the period indicated. F. Probability. The probability of a significant change occurring will be given as a percentage, but only 30% and 40% will be used. The abbreviation PROB will precede the percentage, which will be followed by a time group, or a change and time group, e.g. PROB 30 0507 0800FG BKN004, or PROB40 TEMPO 1416 TSRA BKN010CB. G. Amendments. When a TAF requires amendment, the amended forecast will have AMD inserted between TAF and the aerodrome identifier, and will cover the remainder of the validity period of the original forecast.
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8.1.6.4 Meteorological Messages and Decodes For full details of all MMD (Meteorological Messages and Decodes), including SNOWTAM, refer to Jeppesen/Aerad Supplement Route Manual (i.e. USA/Canada). 8.1.6.5 Forecast table The following table allows the application of aerodrome forecast (TAF & Trend) to Preflight planning (ICAO Annex 3 refers).
OPERATIONS MANUAL
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a.Applicabl e time period:: b.Applicatio n of forecast:
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1. APPLICATION OF INITIAL PART OF TAF (for aerodrome planning minima see Paragraph 8.1.2)
From the start of the TAF validity period up to the time of applicability of the first subsequent FM. or BECMG or, if no FM or BECMG is given, up to the end of the validity period of the TAF The prevailing weather conditions forecast in the initial part of the TAF should be fully applied with the exception of the mean wind and gusts (and crosswind) which should be applied in accordance with the policy in the column BECMG AT and FM in the table below. This may however be overruled temporally by a TEMPO or PROB if applicable acc. to the table below.
2. APPLICATION OF FORECAST FOLLOWING CHANCE INDICATORS IN TAF AND TREND FM BECMG (alone), (alone) BECMG FM, TEMPO (alone), TEMPO FM, TEMPO TL, TEMPO and BECMG TL FMTL, PROB 30/40(alone) BECMG BECMG FM* TL in TAF or AT: case of TREND Deterioration Deteriorati Deteriorati Improvem for on and on ent AEROD Transient/Shower Persistent R. Improvem y Conditions Conditions PLANN ent in connection with in connection with ED AS: short-lived weather e.g. haze, mist, fog, phenomena, e.g. dust/sandstorm, continuous thunderstorms, showers precipitation
DEST. at ETA 1 HR TAKEOFF ALTER. at ETA 1 HR DEST. ALTER. at ETA 1 HR EN ROUTE ALTER at ETA 1 HR Mean wind: Should be within required limits: Gusts: May be disregarded Applicable from the time of start of change Mean wind: Should be within required limits. Gusts exceeding crosswind limits should be fully applied. Mean wind: Should be within required limits: Gusts: May be disregarded . Applicable from the time of start of change Mean wind: Should be within required limits. Gusts exceeding crosswind limits should be fully applied. Mean wind: Should be within required limits: Gusts: May be disregarded . Applicable from the time of start of change Mean wind: Should be within required limits. Gusts exceeding crosswind limits should be fully applied. Mean wind and Gusts exceeding required limits may be disregarded. Applicable if below applicable landing minima. Applicable if below applicable landing minima. Applicable from the start of the change Applicable from the time of start of the change Applicable from the time of end of the change Not applicable Applicable
PROB TEMPO
Improvement in any case
Mean wind: Should be within required limits:
Gusts: May be disregarded
Gusts exceeding crosswind limits should be fully applied.
Gusts exceeding crosswind limits should be fully applied.
Note 1: Required limits are those contained in the Operations Manual Note 2: If promulgated aerodrome forecasts do not comply with the requirements of ICAO Annex 3, operators should ensure that guidance in the application of these reports is provided * The space following FM should always include a time group e.g. FM 1030
Should be disregarded
ETOPS ENRT ALTN at earliest /latest ETA 1 HR
Mean wind: Should be within required limits.
Mean wind: Should be within required limits.
Deterioration may be disregarded: improvement should be disregarded including mean wind and gusts.
Deterioration and Improvement
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8.1.7 Determination of the quantities of fuel, oil and water methanol carried 8.1.7.1 Fuel Requirement General Air Italy has established its fuel policy for the purpose of flight planning and in-flight replanning to ensure that every flight carries sufficient fuel for the planned operation and reserves to cover deviations from the planned operations. The planning of flights is based upon (A) and (B) below: A. Procedures and data contained in the Operations Manual (data provided by the aeroplane manufacturer) or current aeroplane specific data derived from a fuel consumption monitoring system; B. The operating conditions under which the flight is to be conducted including: - realistic aeroplane fuel consumption data; - anticipated masses; - expected meteorological conditions; - air traffic services procedures and restrictions. Air Italy usually provides an Operational Flight Plan (OFP) that ensures a sufficient amount of fuel (Minimum Block Fuel) to complete the flight under normal conditions, taking into account some reserves to cover for deviations from the planned operation is carried onboard. The Commander has the final decisional authority on the amount of fuel carried on board each flight; before signing the Technical Log he must satisfy himself that: - the quantity is in accordance with Air Italys Procedures and on the basis of minimum overall cost; - the correct type of fuel is on board; - the fuel has been loaded in accordance with the instructions given. 8.1.7.1.1 Fuel Definitions A. Taxi Fuel. The fuel that is expected to be used prior to Take-Off. Local conditions at the departure and APU consumption should be taken into account. Standard Company Taxi Fuel is established as follows: Type of aircraft Standard taxi fuel B737 200 Kg B757 300 Kg B767 400Kg
B. Trip Fuel. The fuel consumption from the departure aerodrome to the destination aerodrome. It includes the fuel: a. for Take-Off and Climb to the initial cruise altitude/level, taking into account the expected departure route; b. from Top of Climb (TOC) to Top of Descend (TOD), including any step climb/descend; c. from TOD to the point where the approach is initiated (Initial Approach Fix), taking into account the expected arrival procedures; d. for Approach and Landing at destination. C. Reserve Fuel The reserve fuel is the sum of some or all of the following items, depending on which ones are applicable for the specific flight: 1. Contingency Fuel: The fuel carried to compensate deviation(s) from: - the expected fuel consumption data; 8.1 FLIGHT PREPARATION INSTRUCTIONS
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- forecast meteorological conditions; - planned routing and/or flight levels. Contingency fuel may be used at any time after commencement of the flight. Contingency Fuel (CON) it is calculated selecting the higher of a. or b. below: a. Either: i. 5% of the planned Trip Fuel or, in the event of in flight fuel replanning, 5% of the trip fuel for the remainder of the flight; ii. not less than 3% of the planned trip fuel or, in the event of in flight fuel replanning, 3% of the trip fuel for the remainder of the flight, provided an ERA (En Route Alternate) is suitable; iii. fuel sufficient for 20 minutes flying time based on planned trip fuel consumption. The required data must be validated by a fuel consumption monitoring program for the individual type of aeroplane (not yet approved for Air Italy); iv. an amount of fuel based on a statistical method approved by the authority which ensures an appropriate statistical coverage of the deviation from the planned to the actual trip fuel. This method is used to monitor the fuel consumption on each city pair/aeroplane combination and the operator uses this data for a statistical analysis to calculate contingency fuel for that city pair/aeroplane combination. (not yet approved for Air Italy). b. Fuel to fly for 5 minutes at holding speed at 1500 ft above the destination aerodrome in standard conditions. 2. Alternate Fuel. (If a destination alternate is required) The fuel used for: a. missed approach from the applicable DH/DA/MDA/MDH at destination aerodrome, taking into account the complete missed approach procedure; b. the climb from missed approach to cruising level/Altitude, taking into account the expected departure routing; c. the cruise from TOC to TOD, taking into account the expected routing; d. the descent from TOD to the point where the approach is initiated, taking into account the expected arrival procedure; e. approach and landing at alternate aerodrome. If two alternate aerodromes are required the fuel must be sufficient for alternate which requires the greater amount of fuel. It is Company policy to plan 4 alternates and to calculate the fuel for the second closest one. Fewer alternates or no alternate may be planned when suitable conditions exist. 3. Final Reserve Fuel. The fuel necessary to fly for 30 minutes at the holding speed at 1,500 ft above aerodrome elevation in standard conditions, calculated with estimated mass on arrival at the alternate or destination when no alternate is required. Note: Final Reserve Fuel is also the minimum fuel required to be remaining in the tanks when landing (Minimum Landing Fuel - MLF). 4. Additional Fuel. The fuel required by the type of operation which will ensure that: a following an engine failure or the loss of pressurisation, based on the assumption that such a failure occurs at the most critical point along the route; the fuel is sufficient to: descent as necessary and proceed to an adequate airport; hold there for 15 minutes, at 1,500 ft above aerodrome elevation, in standard conditions; 8.1 FLIGHT PREPARATION INSTRUCTIONS
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b c d e Note:
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make an approach and landing. for ETOPS operation, the fuel includes an amount necessary to meet the requirements for CFS as described in OM Part C Long Haul; when no destination alternate is specified, additional fuel must be sufficient for 15 min. holding at 1500 ft above aerodrome elevation in standard conditions. extra fuel for APU consumption during the flight, anticipated use of anti ice, system degradation. any additional fuel decided by Air Italy. No additional fuel is necessary if the minimum fuel calculated by the normal method is sufficient to cover points a and b.
D. Extra Fuel. The fuel requested by the Commander. It includes fuel for tankering (refer to OM Part C for Fuel Tankering Policy), multistage, particularly severe weather at destination, anticipated delays at destination or en-route, Captain discretion, etc. This fuel should not be carried unless there are sound operational or economical reasons for doing so, because of the increased fuel consumption involved (approx. 3% per Hour of extra fuel carried). Note. Tankering Fuel may be uplifted by the Commander as Extra Fuel for reasons pertaining to the economical convenience about the fuel cost as specifically indicated by the Operator in relation to the Fuel Cost Ratio. E. Minimum Diverting Fuel It is the sum of Alternate Fuel and Final Reserve Fuel. Represent the minimum fuel for diversion to alternate (if destination alternate is required). The MDF may be changed during planning or flying accordingly with a new alternate chosen. Any change in MDF must be reported on OFP. 8.1.7.2 Standard Fuel Planning Air Italy fuel policy: primary goal of Air Italy is to satisfy safety requirements, therefore fuel must be carried accordingly. In practice this policy is actuated through the OFP production and the tankering policy. The OFP considers the Operator operational request and is produced with a Cost Index. Where the Cost Index cannot be calculated, a fixed value will be used. This policy is valid for all Air Italy flights. 8.1.7.2.1 Pre-flight fuel calculation. The pre-flight calculation of usable fuel required for a flight includes: A Taxi Fuel; B Trip Fuel; C Reserve fuel consisting of: - Contingency fuel; - Alternate fuel, if required; - Final reserve fuel; - Additional fuel, if required D Extra Fuel, if required. 8.1.7.2.2 In-flight re-planning fuel calculation In-flight re-planning procedures for calculating usable fuel required when a flight is to proceed along a route or to a destination other than originally planned includes: A Trip Fuel for the reminder of the flight; B Reserve Fuel consisting of: - contingency fuel; 8.1 FLIGHT PREPARATION INSTRUCTIONS
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- alternate fuel, if required; - final reserve fuel; - additional fuel, if required C Extra Fuel, if required. 8.1.7.3 Special Fuel Planning 8.1.7.3.1 Dispatch with Less than Total Fuel pre-Calculated (Decision Point Procedure) When a flight cannot depart with the Total Fuel calculated in accordance with the normal planning formula, dispatch may be achieved by nominating a suitable aerodrome en-route as the destination aerodrome with the intention of obtaining a re-clearance in flight to the desired destination if, at the time of re-clearance, the Commander is satisfied that: a the nominated destination aerodrome is suitable (which means adequate and with the weather forecast satisfactory for landing); b the fuel on board, when passing over or abeam the nominated aerodrome en-route, is sufficient to satisfy the normal planning formula from that point to the original desired destination. (ref to point 8.1.7.2.2. In-flight re-planning fuel calculation). The point at which the Commander either proceed to the final destination or to the intermediate airport is named Decision Point (DP). NOTE: Some Authorities are not willing to have aerodromes in their jurisdiction nominated as a destination if it is intended only to use it for the purpose of re-clearance. If this procedure is necessary, and a flight is planned to a destination aerodrome via a reclearance decision point en-route (see also 8.1.5.4.4.1), the fuel required shall be the greater of A. or B. below: A the sum of: a) Taxi Fuel; b) Trip Fuel to the destination aerodrome via the Decision Point; c) Contingency Fuel, not less than 5% of the estimated consumption from the decision point to the destination aerodrome; d) Alternate Fuel; e) Final Reserve Fuel; f) Additional Fuel (if required); g) Extra Fuel (if required). B the sum of: a) Taxi Fuel; b) The estimated fuel consumption from the departure aerodrome to a suitable enroute alternate, via the Decision Point; c) Contingency Fuel, not less than 3% of the estimated consumption from the departure aerodrome to the en-route alternate; d) Final Reserve Fuel; e) Additional Fuel (if required); f) Extra Fuel (if required). 8.1.7.3.2 Planning with Enroute Alternate A flight may be planned without destination alternate and its related alternate fuel if the minimum fuel for such planning will be the sum of: A Taxi Fuel; B Trip Fuel; C Reserve Fuel, consisting of: - Contingency Fuel; - Final Reserve Fuel; 8.1 FLIGHT PREPARATION INSTRUCTIONS
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D
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Additional Fuel of not less than 15 minutes holding time at destination under standard conditions; Extra Fuel, if required.
8.1.7.3.3 Use of Isolated Aerodromes When the destination aerodrome is isolated and has no suitable alternate within a reasonable range, the alternate and final reserve fuel can be substituted by a holding reserve. The following conditions shall be satisfied: a the Holding Reserve shall not be less than the fuel required to fly for 2 hours at normal cruise consumption after arrival overhead the destination; b the Holding Reserve shall be related to statistical data on local weather conditions and sufficient for holding for a time period based on this data; c aerodromes designated Isolated/Remote are listed, if applicable, in the Operations Manual, part A, Appendix B. d the Latest Point of Diversion between the remote aerodrome destination and a suitable en-route diversion airfield shall be calculated. The amount of fuel required for the use of isolated aerodrome shall then include: A Taxi Fuel; B Trip Fuel; C Reserve Fuel, consisting of: - Contingency Fuel; - Substitution of Alternate and final reserve fuel with additional fuel calculated as Holding Reserve as for points a and b above; D Extra Fuel, if required. 8.1.7.3.4 Predetermined Point Procedure Where the distance between the destination aerodrome and the destination alternate is such that the flight can only operate if is routed via a predetermined point to one of these aerodromes, it may be so operated provided the following fuel requirement is satisfied. The fuel required shall be the greater of A. or B. below: A the sum of: a) Taxi Fuel; b) Trip Fuel from the departure aerodrome to the destination via the predetermined point; c) Contingency Fuel, not less than 5% of the estimated consumption from the departure aerodrome to the destination aerodrome; d) Additional Fuel as required, but not less than that required to fly for 2 hours at normal cruise consumption after arriving overhead the destination aerodrome; or B the sum of: a) Taxi Fuel; b) Trip Fuel from the departure aerodrome to the alternate via the predetermined point; c) Contingency Fuel, not less than 5% of the estimated consumption from the departure aerodrome to the alternate aerodrome; d) Additional Fuel as required, but not less than that required to fly for 30 minutes at holding speed at 1,500 ft in standard conditions. 8.1.7.4 Inflight procedure 8.1.7.4.1 Enroute alternate procedure Inflight is possible to consider an enroute alternate aerodrome along the route, at not more than 2 hours flight time from destination, with forecast weather from 1hr before to 1 hour 8.1 FLIGHT PREPARATION INSTRUCTIONS
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after the expected time of use above AOM specified in the applicable approach plate. When overflying the enroute alternate is possible to continue without destination alternate and relative alternate fuel if following conditions are satisfied: Destination aerodrome has two separate runways or in case enroute alternate is closer to destination, ATC confirms that the airplane is number one for landing. If destination airport has only one runway, another airport inside 50Nm radius must be suitable at the time of estimated arrival. Destination weather forecast indicate that, from 1hr before to 1hr after the expected time of arrival, the ceiling is 2000ft (circling MDH plus 500ft if higher) or above and visibility 5000mt or more. Standard reserve fuel, plus extra 15 minute of reserve must be available at arrival. 8.1.7.4.2 In-flight Fuel Monitoring It is the Commander's responsibility to manage the flight in such a way that the Operator's fuel policy is achieved. A Commander must ensure that the amount of usable fuel remaining in flight is not less than the fuel required to proceed to an aerodrome where a safe landing can be made, as prescribed in the present Operations Manual. The Commander must declare Priority Fuel or Emergency Fuel whenever he/she is in a situation that requires to do so. Speed Schedules. Recommended speed schedules for Air Italy are:
Flight Phase CLIMB CRUISE (NORMAL) CRUISE (ETOPS) CRUISE (FOR SAVING) CRUISE (ACT RANGE) DESCENT DESCENT (FOR FUEL SAVING) DESCENT (ACTUAL MAX. RANGE) FUEL MAX. B737 ECON(LRC if no actual C.I) ECON(LRC if no actual C.I) M 0.74(300) M 0.78(800) LRC C. I. : 00 .74(300) .78(NG)/290 or ECON LRC C. I. :00 B 757 B 767 ECON(LRC if no actual ECON(LRC if no actual C.I) C.I) ECON (LRC if no actual ECON(LRC if no actual C.I) C.I) MN 0.80 LRC C. I. : 00 78/290 or ECON LRC C. I. :00 MN 0.80 LRC C. I. : 00 78/290 or ECON LRC C. I. :00
Note: The practice to use Mach Number (Mno) higher than normal to recover delay must be carefully evaluated due to the high cost. For ETOPS Flight the new mach must be reported on the Operational Flight Plan/Pilot voyage Report. The Commander may use a different speed when in his opinion it is required for better management of the flight. Below 10,000ft/FL100 the speed is limited to 250 kts or manoeuvring speed. Higher speeds are not recommended and are only at Commanders discretion. Cruise Level To optimise fuel usage in flight, the following points should be considered: operate, when possible, at the semicircular level closest to optimum flight level; 8.1 FLIGHT PREPARATION INSTRUCTIONS
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consider, in RVSM airspace, the 1000ft separation is in force and a change of 2000 ft sometimes is available; step climb only when within 2000 ft of optimum level (subject to time remaining); flight level not closest to the optimum may be requested or accepted for a tactical reason (such as a higher level to cross all the ocean for the best overall level).
8.1.7.4.3 Fuel consumption in case of Engine failure Fuel consumption in case of engine failure is specified in the Operations Manual, Part B / Airplane Flight Manual. It worth noting here as a general rule that the fuel consumption in a single engine operations is higher than in a two-engine operations environment for both aerodynamic and maximum flying altitude downgrade reasons. 8.1.7.4.4 Fuel consumption in case of pressurization failure and or engine failure The amount of fuel in case of pressurisation failure and or engine failure is also specified in the Flight Planning and Performance Manual. It must be calculated for having a precise calculation of the Critical Fuel Scenario (ETOPS) at FL 100 and or engine failure at one engine cruising level which of the two is higher. 8.1.7.4.5 Keeping Fuel Records Fuel quantity is tracked and reported in flight on the Operational Flight Plan/Pilot Voyage Report by the pilot not flying. On completion of the flight, the document is to be placed in the flight envelope and returned to the Operations Department. Fuel used for each trip is also reported by the Commander on the Technical Book 8.1.7.5 Oil Requirement While the engine oil contents must obviously be sufficient to cover the same requirements as for fuel, it will be sufficient for the Commander to ensure, before flight, that the engine oil quantity has been topped up in accordance with manufacturers and Air Italy maintenance recommendations and that between flights, no excess oil consumption has taken place. For ETOPS flight, specific procedures apply. Refer to appropriate documentation. 8.1.7.6 Water Methanol Requirement Not applicable. 8.1.8 Mass and Centre of Gravity 8.1.8.1 General A Commander must ensure that during any phase of operation, the loading, mass and centre of gravity of the aeroplane complies with the limitations specified in the approved AOM/Aeroplane Flight Manual or the Operations Manual if more restrictive. The mass and the centre of gravity of every aeroplane has been established by actually weighing to prior initial entry into service. The accumulated effects of modifications and repairs on the mass and balance are accounted for and properly documented. Furthermore, aeroplanes will be re-weighed if the effect of modifications on the mass and balance is not accurately known. The mass of all operating items and crew members included in the aeroplane dry operating mass has been determined by weighing or by using standard masses. Furthermore, the influence of their position on the aeroplane centre of gravity has been determined. The mass of the traffic load, including any ballast, has been determined by actual weighing or determine the mass of the traffic load in accordance with standard passenger and baggage masses as specified in EU-OPS 1.620 (point 8.1.8.6. below). 8.1 FLIGHT PREPARATION INSTRUCTIONS
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The mass of the fuel load has been determined by using the actual density or, if not known, the density calculated in accordance with a method specified in the Operations Manual, part A, Sect. 8.1.8.8. below. In point 8.1.8.9. below is specified the method for determination of the dry operating mass of an aeroplane. Note 1: in some documents the term Weight replace the standard EU OPS Mass. Since the use of the term weight does not cause any problem in the day to day handling of aeroplane, its continued use in operational applications and publications is acceptable (as for ACJ OPS 1.605). Note 2: for further details see OM Part C, Part. A/B, Mass and Balance. 8.1.8.2 Terminology Refer to Operations Manual Part A Appendix A and OM Part C Route Manual Ch.3. 8.1.8.3 Loading, mass and balance The principles and method involved in the loading and in the mass and balance system meet the requirements of EU-OPS 1.605 (point 8.1.8). This system covers all types of intended operations. 8.1.8.4 Mass and Balance Documentation 8.1.8.4.1 General Mass and balance documentation must be established prior to each flight, specifying the load and its distribution. In order to satisfy the legal requirements, two documents are produced: Loading instructions report; Load and trim sheet. Loading Instructions Report contain instruction to the Loading Supervisor about the weight and location of the Cargo and must be undersigned by the Pilot in Command and by the Loading Supervisor. Load and trim sheet contains the specific weight, numbers and location of all the passengers and cargo loaded and centre of gravity position. The mass and balance documentation enables the Commander to determine, by inspection, that the load and its distribution is such that the mass and balance limits of the aeroplane are not exceeded. The person preparing the mass and balance documentation is named on the document. The person supervising the loading of the aeroplane must confirm on both documents by signature that load and distribution are in accordance with the mass and balance documentation. This documents must be accepted by the Commander, his acceptance being indicated by countersignature or equivalent. Specific instruction are available in the OM Part C Route manual Ch 3, Mass and Balance. 8.1.8.4.2 Commanders responsibility Prior to every flight Mass and Balance documentation specifying the load and its distribution shall be prepared by either the Operator handling agent or the crew. The correct loading of the aircraft is the legal responsibility of the Commander. He must ensure that the load is distributed in a correct and safe manner and that it is properly stowed and secured. He must check and sign the load sheet before departure ensuring that: the content of mass and balance documentation is in accordance with the following point 8.1.8.4.3. 8.1 FLIGHT PREPARATION INSTRUCTIONS
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the number of crew members is correct; the limiting weight for performance, operational and configuration reasons are correct and those chosen are the more restrictive; the actual take-Off Mass, including any Last Minute Changes, corresponds with that previously estimated for a gross error check and used for planning computations. 8.1.8.4.3 Mass and balance documentation contents (i) The mass and balance documentation must contain the following information: (A) The aeroplane registration and type; (B) The flight identification number and date; (C) The identity of the Commander and his signature; (D) The identity of the person who prepared the document and his/her signature; (E) The dry operating mass and the corresponding CG of the aeroplane; (F) The mass of the fuel at take-off and the mass of trip fuel; (G) The mass of consumables other than fuel; (H) The components of the load including passengers, baggage, freight and ballast; (I) The Take-off Mass, Landing Mass and Zero Fuel Mass; (J) The load distribution; (K) The signature of the person supervising the loading; (L) The applicable aeroplane CG positions; (M) The limiting mass and CG values. (ii) Omission from the mass and balance documentation of the above data are not allowed. 8.1.8.4.4 Computerised system If mass and balance documentation is generated by a computerised mass and balance system, it means that Air Italy has verified the integrity of the output data and that the system has operated correctly on a continuous basis by verifying the output data at intervals not exceeding 6 months. Detailed of above are reported on Mass and Balance secondary procedure, by NTO, that is doing these procedure under the authority of Engineering Dept. 8.1.8.4.5 Data-link Not Applicable 8.1.8.5 Mass values for crew The following mass values must be used in order to determine the dry operating mass: Standard masses, including hand baggage, of 85 Kg for flight crew and 75 Kg for cabin crew members; 15Kg for Crew Bagagge. The dry operating mass must be corrected to account for any additional baggage. The position of this additional baggage must be accounted for when establishing the centre of gravity of the aeroplane. If a significant number of passenger and/or baggage exceeds the standard mass, the actual mass of such passenger and/or baggage must be determinated by actual weighing or by adding an adequate increment. In this case the commander must be advised and the mass ans balance documentation must include a notice to this effect. 8.1.8.6 Mass values for passengers and baggage 8.1.8.6.1 Passenger classification Adults, male and female, are defined as person of an age of 12 years or more at the date of the beginning of the travel. They are further classified as male or female, for aircraft with a passenger configuration of 29 seats or less. 8.1 FLIGHT PREPARATION INSTRUCTIONS
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Children are defined as persons of an age of two years and above but less than 12 years of age. Infants are defined as children of less than 2 years; when taking random samples of passenger masses, shall be weighted together with the accompanying adult. 8.1.8.6.2 Passengers and baggage The mass of passengers and checked baggage are computed using either the actual weighed mass of each person and the actual weighed mass of baggage or the standard mass values specified in Tables 1 and 2 below. When available, actual mass must be used, if not, standard mass will be used. If determining the actual mass by weighing, passengers personal belonging and hand baggage are included. Such weighing must be conducted immediately prior to boarding and at an adjacent location. If determining the mass of passengers using standard mass values, the standard mass values in Tables 1 and 2 below must be used. The standard masses include hand baggage and the mass of any infant carried by an adult on one passenger seat. Infants occupying separate seats must be considered as children for the purpose of this sub-para. 8.1.8.6.3 Mass values for passengers 20 seats or more. Where the total number of passenger seats available on an aeroplane is 20 or more, the standard masses of male and female in Table 1 are applicable. As an alternative, in cases where the total number of passenger seats available is 30 or more, the All Adult mass values in Table 1 are applicable. The second method is the standard of Air Italy. For the purpose of Table 1, holiday charter means a charter flight solely intended as an element of a holiday travel package. The holiday charter mass values apply provided that no more than 5% of passenger seats installed in the aeroplane are used for the non-revenue carriage of certain categories of passengers such as Company Personnel, Tour Operators staff, Press representative, etc. Table 1 30 and more PASSENGER SEATs ALL ADULT (Kg) All flight except holiday charters Holiday charters Children Adults flying to/from Japan (*) 84 76 35 72,5
(*) For passengers flying to and from Japan a lower weight may be applicable at the following special conditions: All passengers must be Japanese. If passenger other than Japanese are boarded, the actual weight for these passengers must be considered; The airplane weight and balance documentation must be manually prepared. 8.1.8.6.4 Mass values for baggage When the passenger checked baggage (loaded in the cargo compartment) is not weighed, a standard baggage weight per item will be used. The Operators Handling Agent must 8.1 FLIGHT PREPARATION INSTRUCTIONS
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advise the Commander of the method for determining the weight of the baggage. On flights carrying exceptionally heavy baggage (i.e. military personnel or sport teams) the use of standard weight must be carefully considered. Where the total number of passenger seats available on an aeroplane is 20 or more, the standard masses values given in Table 2 are applicable for each piece of checked baggage. For the purpose of Table 2: Domestic flight means a flight with origin and destination within the borders of one State; Flights within the European region means flights, other than domestic flights, whose origin and destination are within the area specified in Apprendix 1 to EU-OPS 1.620 (point 8.1.8.10); Intercontinental flight, other than flights within the European region, means a flight with origin and destination in different continents. Table 2 TYPE of FLIGHT BAGGAGE Standard MASS (Kg) Domestic 11 Within the European 13 Region Intercontinental 15 All Other 13 Crew baggage 15 8.1.8.7 Last Minute Changes Procedure If any last minute change occurs after the completion of the mass and balance documentation, this must be brought to the attention of the Commander and the last minute change must be entered on the mass and balance documentation. There are no limitations in Last minute changes provided the index correction is accounted for. The Changes have to be entered on the mass and balance sheet in the LMC column and clearly reported if positive or negative. After the LMC has been entered the Commander shall: The Traffic Load value cannot be higher than the under-load predetermined value; The new Take-Off Mass cannot exceeds the maximum allowed TOM; Check again the performances calculations, the Take-Off speeds and the derated /flex Take-Off power setting. The Maximum LMC tolerance for each fleet without the need of re-calculate the balance is: B737 3/700 = 200Kg B757 200 = 300Kg B767 2/300 = 400Kg If the total LMC exceeds the above figures the effect on the balance must be recalculated and evidence of this must be entered in the appropriate sections of the manual or computerised load sheets. In exceptional cases (if time does not permit) changes may be relayed to the Commander via radio or the ground service interphone. The Flight Deck Crew and Ground Staff amend their copies accordingly. The load message sent to the destination must contain the corrected figures of pax, cargo, baggage or mail load. 8.1.8.8 Specific Gravity of Fuel and other Fluids When entering the mass figures for the Take-Off fuel and trip fuel (burn-off) the correct specific gravity shall be used to convert the volume into the mass value. 8.1 FLIGHT PREPARATION INSTRUCTIONS
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Same applies to any other fluids, such as oil. Whenever possible and practicable, the specific gravity of fuel - as obtained from the fuelling crew - shall be used. As this often is not practicable, the following specific gravity values may be used if no other values are published in the AOM: 0.796 Kg/litre (at 15C) Jet fuel JP-4 0.760 Kg/litre (at 15C) AVGAS 0.710 Kg/litre (at 15C) OIL 0.875 Kg/litre 8.1.8.9 Determination of the dry operating mass of an aeroplane (for info only). 8.1.8.9.1 Weighing of an aeroplane New aeroplanes are normally weighed at the factory and are eligible to be placed into operation without re-weighing if the mass and balance records have been adjusted for alterations or modifications to the aeroplane. Aeroplanes transferred from one JAA operator with an approved mass control programme to another JAA operator with an approved programme need not be weighed prior to use by the receiving operator unless more than 4 years have elapsed since the last weighing. The individual mass and centre of gravity (CG) position of each aeroplane shall be reestablished periodically. The maximum interval between two weightings must be defined by the operator and must meet the requirements of EUOPS 1.605 (sub-para 8.1.20.1.). In addition, the mass and the CG of each aeroplane shall be re-established either by: Weighing; or Calculation, if the operator is able to provide the necessary justification to prove the validity of the method of calculation chosen, whenever the cumulative changes to the dry operating mass exceed 05% of the maximum landing mass or the cumulative change in CG position exceeds 05% of the mean aerodynamic chord. 8.1.8.9.2 Fleet mass and CG position For a fleet or group of aeroplanes of the same model and configuration, an average dry operating mass and CG position may be used as the fleet mass and CG position, provided that the dry operating masses and CG positions of the individual aeroplanes meet the tolerances specified in sub-para (i) below. Furthermore, the criteria specified in subparagraphs (ii), (iii) and (a)(3) below are applicable. (i) Tolerances (A) If the dry operating mass of any aeroplane weighed, or the calculated dry operating mass of any aeroplane of a fleet, varies by more than 05% of the maximum structural landing mass from the established dry operating fleet mass or the CG position varies by more than 05 % of the mean aerodynamic chord from the fleet CG, that aeroplane shall be omitted from that fleet. Separate fleets may be established, each with differing fleet mean masses. (B) In cases where the aeroplane mass is within the dry operating fleet mass tolerance but its CG position falls outside the permitted fleet tolerance, the aeroplane may still be operated under the applicable dry operating fleet mass but with an individual CG position. 8.1 FLIGHT PREPARATION INSTRUCTIONS Jet fuel JP-1
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(C) If an individual aeroplane has, when compared with other aeroplanes of the fleet, a physical, accurately accountable difference (e.g. galley or seat con-figuration), that causes exceedance of the fleet tolerances, this aeroplane may be maintained in the fleet provided that appropriate corrections are applied to the mass and/or CG position for that aeroplane. (D) Aeroplanes for which no mean aerodynamic chord has been published must be operated with their individual mass and CG position values or must be subjected to a special study and approval. (ii) Use of fleet values (A) After the weighing of an aeroplane, or if any change occurs in the aeroplane equipment or configuration, the operator must verify that this aeroplane falls within the tolerances specified in sub-paragraph (i) above. (B) Aeroplanes which have not been weighed since the last fleet mass evaluation can still be kept in a fleet operated with fleet values, provided that the individual values are revised by computation and stay within the tolerances defined in sub-paragraph (i) above. If these individual values no longer fall within the permitted tolerances, the operator must either determine new fleet values fulfilling the conditions of sub-paragraphs above, or operate the aeroplanes not falling within the limits with their individual values. To add an aeroplane to a fleet operated with fleet values, the operator must verify by weighing or computation that its actual values fall within the tolerances specified in subparagraph (i) above. (iii) Fleet values requirements To comply with sub-paragraph (2)(i) above, the fleet values must be updated at least at the end of each fleet mass evaluation. 8.1.8.9.3 Number of aeroplanes to be weighed to obtain fleet values (i) If n is the number of aeroplanes in the fleet using fleet values, the operator must at least weigh, in the period between two fleet mass evaluations, a certain number of aeroplanes defined in the Table below: Number of aeroplanes in the fleet 2 or 3 4 to 9 Minimum number of weighings
(ii) (iii)
n n+3 2 10 or more n + 51 10 In choosing the aeroplanes to be weighed, aeroplanes in the fleet which have not been weighed for the longest time shall be selected. The interval between 2 fleet mass evaluations must not exceed 48 months.
8.1.8.9.4 Weighing procedure (i) The weighing must be accomplished either by the manufacturer or by an approved maintenance organisation. (ii) Normal precautions must be taken consistent with good practices such as: (A) Checking for completeness of the aeroplane and equipment; (B) Determining that fluids are properly accounted for; (C) Ensuring that the aeroplane is clean; and (D) Ensuring that weighing is accomplished in an enclosed building. (iii) Any equipment used for weighing must be properly calibrated, zeroed, and used in accordance with the manufacturers instructions. Each scale must be calibrated 8.1 FLIGHT PREPARATION INSTRUCTIONS
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either by the manufacturer, by a civil department of weights and measures or by an appropriately authorised organisation within 2 years or within a time period defined by the manufacturer of the weighing equipment, whichever is less. The equipment must enable the mass of the aeroplane to be established accurately. 8.1.8.9.5 Special standard masses for the traffic load. No standard masses for other load items (in addition to standard masses for passenger and checked baggage) are allowed in Air Italy. 8.1.8.9.6 Aeroplane loading Air Italy ensure that the loading of its aeroplanes is performed under the supervision of qualified personnel and ensure that the loading of the freight is consistent with the data used for the calculation of the aeroplane mass and balance. Air Italy comply with additional structural limits such as the floor strength limitations, the maximum load per running metre, the maximum mass per cargo compartment, and/or the maximum seating limits. 8.1.8.9.7 Centre of gravity limits Operational CG envelope. Unless seat allocation is applied and the effects of the number of passengers per seat row, of cargo in individual cargo compartments and of fuel in individual tanks is accounted for accurately in the balance calculation, operational margins must be applied to the certificated centre of gravity envelope. In determining the CG margins, possible deviations from the assumed load distribution must be considered. If free seating is applied, the Commander verify the passenger distribution in the cabin and the loading displacement in the compartment before filling the Load and Trim sheet. The CG margins and associated operational procedures are accepted by ENAC. In-flight centre of gravity By preparing the Load and Trim Sheet, the Commander verify the CG position and its variation with the consumption of the fuel during the flight, taking into account the worst condition (ZFM condition). In-flight movement of passengers and crew has been taken into account in the preparation of the load and trim sheet.
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Definition of the area for flights within the European region (nondomestic) For the purposes of EUOPS 1.620(f) (sub-para 8.1.8.6.2.), flights within the European region, other than domestic flights, are flights conducted within the area bounded by rhombi lines between the following points:
N7200 N 4000 N3500 N3000 N3000 N2700 N2700 N6700 N7200 N7200
E04500 E04500 E03700 E03700 W00600 W00900 W03000 W03000 W01000 E04500
8.1.9 ATS Flight Plan 8.1.9.1 IFR Flight Plan A flight will not commence unless an IFR flight plan has been submitted. 8.1.9.2 Responsibility for Flight Plan Even if it is an Operations Departments responsibility to submit either individual and repetitive flight plans, it is the responsibility of the Commander to ensure that a plan is filed and an air traffic control clearance obtained for every flight. 8.1.9.3 Replacement Flight Plans Care must be taken whenever a replacement flight plan is submitted that ATC are advised of this and that no ambiguity exists. It must be clearly established on start-up that both ATC and the Commander are using the same identical flight plan, as, for example, an abbreviated clearance such as 'Flight Plan Route' might be based on the flight plan originally submitted. 8.1.10 Operational Flight Plan 8.1.10.1 General Operational Flight Plan (OFP) is a useful guidance both on ground and in flight for compliance with the fuel policy, for monitoring flight progress and to cover legal aspects. By signing the OFP, the Commander accepts it and certifies that the flight has been planned in accordance with the valid regulations and policies as stipulated in this Operations Manual. It is the Commanders responsibility to check that the OFP contains all the items specified in paragraph 8.1.10.4 below. A copy of the OFP, signed by the Commander, shall be left on the ground at the departure station, who will retain the document in the station file. 8.1 FLIGHT PREPARATION INSTRUCTIONS
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8.1.10.2 Preparation An Operational Flight Plan shall be prepared for every Air Italy flight by specific appointed personnel in the Operations Control Centre or by the Co-pilot. Air Italy usually provides a Operational Flight Plan (COFP). In the event of a OFP not being available, a Manually-prepared Flight Plan (MFP) will be used. Information contained in the MFP must be similar to the information usually reported in a OFP OM Part C . For short/repetitive flights, a Pre-computed Flight Plan (PFP) may be used. The PFP is prepared assuming standard values such as weights, wind component, flight level and fuel bias. Fuel correction shall be applied for variation of wind, weight, flight level and temperature. NOTE: An OFP is not required for local flights around an aerodrome conducted as a flight test or base training flight. 8.1.10.3 Maintenance of the Flight Plan The flight plan will be maintained in flight by the pilot not flying. All entries will be made contemporaneously with events and will be made in ink, according with the safety of the flight. The completed flight plan should permit a reconstruction of the flight. 8.1.10.4 Contents of the Flight Plan The operational flight plan should contain the following items; A. aircraft registration; B. aircraft type and variant; C. date of flight; D. flight identification; E. Flight Crews' names; F. Duty assignment to Flight Crew members; G. place of departure; H. place of arrival (planned and actual); I. time of departure (actual off-block time, Take-Off time); J. time of arrival (actual landing and on-block time); K. type of operations (i.e. ETOPS, Ferry Flight, etc.); L. hours of flight (block time and air time); M. route and route segments with checkpoints/waypoints, distances, time and tracks; N. planned cruising speed and flying times between check-points / way-points, estimated and actual times overhead; O. safe altitudes and minimum levels (see paragraph concerning Minimum Flight Altitude); P. planned altitudes and flight levels; Q. fuel calculations (records of in-flight fuel checks); R. fuel on board when starting engines; S. alternate(s) for Take-Off, en-route and destination including information required at points M, N., O. and P. above; T. initial ATS Flight Plan clearance and subsequent re-clearances; U. in-flight re-planning calculations; V. relevant meteorological information; W. W. altimeter readings as per RVSM procedures. A copy of Air Italys Operational Flight Plan can be found in the OM, part C. NOTE. Regarding sub-para S, a take-off alternate must be nominated and specified in the OFP if it would not be possible to return to the airfield of departure for meteorological or performance reasons. 8.1 FLIGHT PREPARATION INSTRUCTIONS
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1. Items which are readily available in other documentation or from an acceptable source or are irrelevant to the type of operation may be omitted from the OFP. 8.1.10.5 Retention of Flight Plan On completion of the flight, the flight plan, correctly completed, will be returned to the Flight Operations Department . For retained period, see chapter 2. 8.1.10.6 Re-routes In case of necessity of Re-route prior to departure, OCC shall coordinate ATC Flight Plane changes with appropriate ATC units before provide an updated OFP to the Commander. Once airborne, Flight Crew should make every effort to reduce trip mileage by obtaining direct routing from ATC whenever possible in accordance with the Safety / Comfort / Punctuality / Economy priorities concept. If the OFP or PFP are not available, the Crews will plan on airways and advisory routes complying, when applicable, with the preferential route structure. However, a short route can be taken without infringing prohibited, dangerous or restricted areas or contravening the Companys regulations regarding Minimum Flight Altitude, use of oxygen, flight over water or mountains regions and subject to ATC clearance. 8.1.11 Operators Aeroplane Technical Log 8.1.11.1 General The aeroplane Technical Log is required by regulation and contains the legal record of all aircraft defects and rectification actions, engineering checks completed, fuel and oil state, flight clearance and Commander's acceptance. All entries in the Technical Log form a permanent part of the aircraft's mandatory records and any serious irregularity may invalidate these records. For details in compilations, structure and additional documentation within technical Log Book refer to O.M. Part A appendix section. 8.1.11.2 Technical Log The Technical Log (named Aircraft Technical Log Book - ATL), required by regulation, is a system for recording defects and malfunctions discovered during the operation. It is dedicated to each aircraft and contains the legal record of all aircraft defects and rectification action, engineering checks completed, fuel and oil state, flight clearance and Commanders acceptance. All entries in the Technical Log form a permanent part of the aircraft mandatory records. Structure and information regarding completion are included in the introductory pages of the Log. On the cover must be found the progressive pad number, the aircraft registration, the issue date and signature; a progressive tech log page must be found on the fifty (50) Technical Log pages. The Technical Log is kept inside a proper folder (pad). 8.1.11.3 Entering of Defects The Commander must ensure that all technical defects and exceedance of technical limitations are properly entered in the Technical Log after flight, giving as far as possible a full report of all abnormal indications. If there are no new defects, a NIL entry should be made. When signing any part of the Technical Log, Commanders should print their names beside their signature. Where a defect is identified prior to flight, the Commander should enter the defect in the Technical Log at that time, whether rectification takes place before departure or the defect is deferred in accordance with the Minimum Equipment List (MEL). 8.1 FLIGHT PREPARATION INSTRUCTIONS
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8.1.11.4 Deferring of Defects Prior to flight, Commanders should ensure that defects have either been certified as cleared or are entered as carried forward in the Technical Log. The Minimum Equipment List provides the Commander with authority to operate a flight where rectification of a defect has been deferred. Such authority does not extend beyond the items listed in the MEL and the MEL states the conditions associated with the deferral of a defect. Only the Commander is authorised to determine that a flight can be safely undertaken with inoperative equipment in accordance with the MEL under the anticipated flight conditions. At a station where a defect entered in the Technical Log cannot be rectified and where operation with this defect is permitted by the MEL, the Commander must receive the authorization by technical dept in written form also if only operational procedure are required by the MEL. NOTE Prior to flight care should be taken to ensure that the full nature and significance of a defect which is deferred, or about to be deferred, is understood. In particular, abnormal indications should be considered as early warnings evidence of systems or equipment malfunction until it has been positively confirmed that no fault exists within the operating system and that the fault exists only in the indicating part of the system. 8.1.11.5 Technical Log Procedures 8.1.11.5.1 Departure Before accepting an aircraft, the Commander should check the following in the Technical Log: A. all pre-flight and scheduled maintenance checks (valid Maintenance Release) completed; B. reported defects cleared or correctly deferred; C. Certificate of Compliance or Certificate of Release to Service issued after any overhaul, repair, replacement, modification or mandatory inspection; Note: A Certificate of Compliance or Certificate of Release to Service should be signed/issued by a person designated by an approved aircraft maintenance organisation authorised to issue certificates for Italian registered aircraft. Where an aircraft requires repairs or parts replacement away from base, the Chief Engineer shall be advised and he shall implement procedures to ensure that the work incorporated is properly certified. D. the fuel state of the aircraft on arrival and the fuel state of the aircraft on departure, signed by the person carrying out the refuelling. When fuel or oil is uplifted, the Commander should obtain a copy of the Supply Note from the supplier and this should be returned with the navigation log on completion of the flight. The supply note figure must be cross-checked with the actual increase in quantity; E. any cancellation should be in such a way that the text is clearly visible; F. if for any reason a Technical Log page cannot be used, the page must be clearly crossed with the word VOID.
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8.1.11.5.2 Arrival On completion of a flight, the Commander shall make the entries as per Appendix C.27 of this manual. 8.1.11.5.3 Aircraft Technical Log Book A sample of Air Italys Aircraft Technical Log Book can be found in Appendix C.27 of this manual. 8.1.11.6 Cabin Defects Book The object of the Cabin Defects Book (CDB) (also named Quaderno Segnalazioni Cabina QSC-) is to enable the reporting and rectification of non airworthiness defects which would otherwise have been recorded and controlled in the aeroplanes technical log. Usually only defects that do not affect airworthiness are to be entered, that is defects which can be defined as soft furnishings which in themselves would not constitute a hazard. However, consideration must be given to requirements listed in Airworthiness Notice regarding: Doors and escape chutes; Stowage and accessibility of life jackets; Floor proximity emergency escape path lights; Flame resistant furnishing materials; Aeroplane seats and berths resistance fire; Cabin and toilet fire protection; Fire precautions aeroplane toilets; Galley equipment. The Commander will assess whether the defect affects airworthiness or not; at the termination of the flight the Cabin Crew will report, upon decision of the Commander, in the CDB any defects not affecting airworthiness. If, for any reason, the airworthiness defect has been reported in the Cabin Defect Book the Commander will report it into the ATL (see Appendix G). Any defects entered in the CDB are to be indicated by a number. The engineer checking any cabin defect must be satisfied regarding its effect on airworthiness and transfer it to the technical log if necessary. The technical log entry will be cleared in the normal way by a statement of the action taken and certification by a signature and approval number. 8.1.12 List of Documents, Forms and additional Information to be carried 8.1.12.1 List of Documents The following lists show the documents which are required by law and/or by Operator regulations to be carried in flight. It is the Commander's responsibility that all documents relevant to the operation of his flight are properly and accurately completed and that, before flight, those documents which are required to be carried are on board. The Operations Manual or those parts relevant to the duties of Flight Crew and requirements to conduct the flight, are easily accessible to the Air Crew on board the aircraft. NOTE: In case of loss or theft of the documents underlined listed below, the operations may be continued until the flight reaches the base or a place where a replacement document can be provided. 1. Flight Crew Personal Documents: valid Flight Crew licence with rating appropriate for the flight; 8.1 FLIGHT PREPARATION INSTRUCTIONS
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medical certificate; EU FCL ENAC Pilot Logbook (or equivalent Logbook); any validation required to operate the Air Italys aircraft; authorisation for Transit Check(when applicable); Crew Member certificate; Passport and Visa required for the purpose of the flight; vaccinations required for the purpose of the flight.
2. Cabin Crew Personal documents: Cabin Crew First Aid and Emergency certificate; medical certificate; passport and Visa required for the purpose of the flight; vaccinations required for the purpose of the flight. Note:The professional documents must be also carried during any ground training (e.g. simulator initial and recurrent training of any type etc.) to be signed by the training staff. After a Type Rating Renewal skill test, licence renewal is required; in addition to the statutory checks, than the EU FCL Pilot Logbook has to be filled and signed by TRE, and Pilot licence revalidate by TRE that has conducted the Skill test Control. 3. Aircraft Documents: Benestare Tecnico allimpiego (not Italian registered aircraft only); The Airworthiness Certificate; The Registration Certificate; The original or a copy of the Noise Certificate; The Aircraft Radio Licence; The original or a copy of the Third Party Liability Insurance Certificate(s); Autorizzazione convalida brevetto piloti rilasciata dallAutorit del Paese in cui immatricolato laeromobile (not Italian registered aircraft only); The original or a copy of the Air Operator Certificate (AOC); Autorizzazione SIAE; Esenzione tassa carburante; Dangerous goods Licence (when required); Technical Log; Giornale di bordo (for Italian registered aircraft only). 4. Ships Library Documents: Operations Manual Part. A, B, C; Quick Reference Handbook; Normal and Emergency Check-Lists; MEL; Aircraft Prepared for Service (APS) or DOW-DOI indexes tables; Individual Runway Tables; Reporting Forms (Pilot Voyage Reports, Commander's Discretion Reports, Occurrence Reports etc.); IATA Dangerous Goods Manual (not applicable at the moment); Passengers Emergency Seat Pocket Cards; Approved Flight Manual Flight Planning and Performance Manual. 8.1 FLIGHT PREPARATION INSTRUCTIONS
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5. Flight Specific Documentation: Route Manuals covering area of Operations and current maps and charts if not already in OM Part C on board; Operational Flight Plan, containing information as per this O.M.; Filed ATS Flight Plan, containing information as per this O.M.; Appropriate NOTAMs/AIS briefing documentation; Meteorological Reports, Charts, etc.; Load & Trim Sheet; General Declaration (when specifically required by law of State); Passenger Manifest (when specifically required by law of State); Landing Cards (as required); Cargo Manifest (if applicable); Notification of special categories of passenger (such as security personnel, handicapped persons, inadmissible passengers, deportees, persons in custody); Notification of special loads (including dangerous goods not yet required); All mandatory written information if carrying Dangerous Goods (not yet required); Over Flight permission (if applicable); Fuel carnet/cash; Any other documents required by the States concerned with the flight. 8.1.12.2 Pilot Voyage Report A Voyage Report shall be completed with extreme care and signed by the Aircraft Commander for each continuous series of flights. It shall include the names of all crew members and their duties and details of incidents, observations (if any). In Air Italys Voyage Report is reported in Appendix C. 8.1.12.3 Flight Envelope Documents All flight documentation required to be retained will be placed in a 'Flight Envelope'. The documentation includes: Voyage Report; OFPs, including Take-off Data; Load & Trim Sheets; Fuel Receipts; Applicable NOTAMS; Applicable Weather Charts; Progress Charts and OCA Worksheets, in case of an ETOPS flight/series of flights; Special Reports (i.e. Catering Reports, etc.). At the end of the rotation the flight Crew must bring the Flight Envelope to the Company Office of Air Italys Main Base. The Crew are allowed to leave the Flight Envelope on board the aircraft only if: the rotation ends in airports different from Air Italys Main base and; the flight Crew finish the rotation with a lay over abroad and; a different flight Crew is returning immediately to an Air Italys base. All the flight Crew shall bring to Company offices also the Flight Envelopers left by their colleagues on board of the aircraft. 8.1 FLIGHT PREPARATION INSTRUCTIONS
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8.1.12.4 Other Reports Required The following reports, if required, should be submitted to the Authority within 72 hours. Accidents. The Commander is responsible for notifying the nearest appropriate Authority, e.g. ATC or the police, by the quickest available means of any accident involving the aircraft and resulting in serious injury or death of any person or substantial damage to the aircraft or property. The National Authority must also be immediately notified. NOTE. Refer also to chapter 11. Flight incidents. Any incident which has endangered or may have endangered the safety of a flight must be reported first by the Commander to Air Italys and then by Air Italy to the Authority normally within 72 hours. NOTE. Refer also to chapter 11. Air Traffic incidents. Any incident where the Commander considers that his aircraft in flight has been endangered in flight by a near collision, or faulty ATC procedures, or by an ATS facility failure, must be reported by him immediately by radio and later confirmed by completing an Airmiss/Airprox/Air Traffic Incident Form. Details should also be included in the Commander's Flight Report at the end of the flight. Rules of the Air Deviations. Any deviation from Rules of the Air Regulations, for the purpose of avoiding danger or otherwise, must be reported to the ATS unit concerned. Details must also be included in the Commander's Flight Report for forwarding to the Authority. Aircraft Technical Defects. All aircraft technical defects must be entered in the Technical Log at the end of the flight. If any limitation has been exceeded in flight, this must also be recorded and details given. Bird Hazard and Strikes. Must be reported immediately to ATC and afterwards be the subject of a written report on the appropriate form. Hazardous Conditions in Flight. Commander must report to ATC any instances of hazardous conditions encountered or observed in flight. This should include also any meteorological phenomenon, volcanic ash cloud or activities, high radiation level and irregularity in a ground or navigation facility. Births/Deaths on Board. Should be recorded in the Voyage Report. For fullest possible details use a separate report. At the first station a report should be submitted to the local Authority and to the nearest Italian Embassy or Consulate. Infectious Disease on Board. The Commander is responsible for notifying the aerodrome of intended landing as soon as possible by radio of any suspected infectious disease on board. In the absence of qualified medical diagnosis, the Commander should regard the following symptoms as indicative of infectious disease: 8.1 FLIGHT PREPARATION INSTRUCTIONS
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- persistent fever accompanied by prostration or glandular swelling; - any acute skin rash or eruption, with or without fever; - severe diarrhoea with symptoms of collapse; - jaundice accompanied by fever. Disembarkation/Imposition of Restraint. where action is taken under the Tokyo Convention the appropriate report must be made. Other aircraft or surface craft in Distress. When such distress is observed by the Commander, he is required to report it to ATC, giving all possible information. Emergency with Dangerous Goods on board (not yet necessary). When an emergency occurs or there is a chance that an emergency may occur during the performance of flight or during landing the Commander should inform ATC if the situation permits, stating the type of Dangerous goods carried, location, weight and any other information helpful to manage the emergency related to the presence of dangerous goods. Unlawful interference. Following an act of unlawful interference on board, a Commander shall submit a report, as soon as practicable, to the local and Italian Authorities. NOTE: see Chapter 11 of this manual for handling of Accidents and Occurrences. 8.1.12.5 Production of documentation and records The Commander will produce, within a reasonable time if requested to do so by a person authorised by the Authority, the documentation required to be carried on board.
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OPERATIONS MANUAL
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GENERAL BASIC
8 OPERATING PROCEDURES
Part Chapt. Page Rev.6
A 8.2 i 30May 10
Index 8.2 GROUND HANDLING INSTRUCTIONS .................................................................... 1 8.2.1 Fuelling Procedures.............................................................................................. 1 8.2.1.1 Italian Regulations. ......................................................................................... 1 8.2.1.2 Standard Regulations ..................................................................................... 1 8.2.1.3 Approved Fuels............................................................................................... 2 8.2.1.4 Responsibility.................................................................................................. 2 8.2.1.5 Supervision of Refuelling and Fuel Check ...................................................... 2 8.2.1.5.1 Method to Check Refuelling...................................................................... 3 8.2.1.5.2 Tankering.................................................................................................. 3 8.2.1.6 Refuelling/Defuelling with Wide Cut Fuel........................................................ 3 8.2.1.7 Aircraft Maintenance Operations during Refuelling/Defuelling........................ 4 8.2.1.8 Fuelling/Defuelling with Passengers embarking, on board or disembarking... 5 8.2.1.9 Fuelling/Defuelling with wide-cut fuel with passengers embarking, on board or disembarking............................................................................... 6 8.2.2 Aeroplane, Passengers and Cargo Handling Procedures Related to Safety ........ 6 8.2.2.1 General........................................................................................................... 6 8.2.2.2 Seat Allocation Procedures ............................................................................ 7 8.2.2.2.1 Multiple Occupancy of Passenger Seats. ................................................. 7 8.2.2.3 Passenger Procedures ................................................................................... 8 8.2.2.3.1 Adults........................................................................................................ 8 8.2.2.3.2 Able Bodied Persons (ABP)...................................................................... 8 8.2.2.3.3 Special Passengers .................................................................................. 8 8.2.2.3.4 Special Passenger - Infants ...................................................................... 8 8.2.2.3.5 Special Passengers - Children.................................................................. 8 8.2.2.3.6 Special Passengers Young.................................................................... 9 8.2.2.3.7 Special Passengers Unaccompained Minors (UM/UMR)....................... 9 8.2.2.3.8 Special Passengers - Passengers With Reduced Mobility (PRM) ............ 9 8.2.2.3.9 Special Passengers - Seat Allocation of PRMs ...................................... 12 8.2.2.3.10 Special Passengers - Authority of the Commander .............................. 12 8.2.2.3.11 Inadmissible Passenger (INAD)............................................................ 12 8.2.2.3.12 Accompanied Deportees (DEPA)/Unaccompanied Deportees (DEPU) 13 8.2.2.3.13 Persons in Custody/Detainees.............................................................. 14 8.2.2.3.14 Voluntary Departing Aliens (VDAL)....................................................... 15 8.2.2.4 Permissible Size and Weight of Hand Baggage ........................................... 15 8.2.2.5 Loading and Securing of Items in the Aeroplane .......................................... 16 8.2.2.5.1 Baggage Loading.................................................................................... 17 8.2.2.6 Special Loads and Classification of Load Compartments............................. 17 8.2.2.6.1 Live Animals ........................................................................................... 17 8.2.2.6.2 Human Remains (HUM).......................................................................... 18 8.2.2.7 Positioning of Ground Equipment ................................................................. 18 8.2.2.8 Operation of Aeroplane Doors ...................................................................... 18 8.2.2.8.1 General ................................................................................................... 18 8.2.2.8.2 Cabin Doors............................................................................................ 19 8.2.2.8.3 Arming and Disarming Cabin Doors ....................................................... 19 8.2.2.8.4 Compartment Doors ............................................................................... 19 8.2.2.8.5 Aircraft Handling in Strong Winds and/or Heavy Rain Falls .................... 19 8.2.2.8.6 Cockpit reinforced doors operation ......................................................... 19 8.2.2.9 Safety on the Ramp ...................................................................................... 22 8.2.2.9.1 General ................................................................................................... 22 8.2 GROUND HANDLING INSTRUCTIONS
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8.2.2.9.2 Post Flight Marshalling ........................................................................... 22 8.2.2.10 Start-up, Ramp Departure and Arrival Procedures..................................... 22 8.2.2.10.1 General ................................................................................................ 22 8.2.2.10.2 Taxing .................................................................................................. 22 8.2.2.11 Servicing of Aeroplanes ............................................................................. 23 8.2.2.12 Documents and Forms for Aeroplane Handling ......................................... 23 8.2.2.12.1 General ................................................................................................ 23 8.2.2.12.2 Information Retained on the Ground .................................................... 23 8.2.2.12.3 Records to be filled .............................................................................. 23 8.2.3 Procedures for the Refusal of Embarkation ....................................................... 24 8.2.3.1 Unruly Passengers....................................................................................... 24 8.2.3.1.1 Classification .......................................................................................... 24 8.2.3.1.2 General Policy........................................................................................ 24 8.2.3.1.3 Legal Aspects......................................................................................... 25 8.2.3.1.4 Assault by Passenger on Crew Members .............................................. 27 8.2.3.1.5 Handling Procedures for Unruly Passengers ......................................... 27 8.2.3.1.6 Ground Procedures for Handling of Unruly Passengers ........................ 29 8.2.3.1.7 Passenger Disturbance Report .............................................................. 31 8.2.4 De-icing and Anti-icing on the Ground ............................................................... 31 8.2.4.1 Responsibilities ............................................................................................ 31 8.2.4.2 General ........................................................................................................ 32 8.2.4.3 Icing Conditions............................................................................................ 32 8.2.4.4 Ground Precautions ..................................................................................... 32 8.2.4.5 Definitions and procedures........................................................................... 33 8.2.4.5.1 Contamination ........................................................................................ 33 8.2.4.5.2 Contamination check.............................................................................. 33 8.2.4.5.3 Hoarfrost ................................................................................................ 33 8.2.4.5.4 Thin Hoarfrost ........................................................................................ 33 8.2.4.5.5 Rime....................................................................................................... 33 8.2.4.5.6 Glaze Ice or Rain Ice.............................................................................. 33 8.2.4.5.7 Clear Ice................................................................................................. 34 8.2.4.5.8 Snow ...................................................................................................... 34 8.2.4.5.9 Removal of Frost, Ice or Snow ............................................................... 34 8.2.4.6 CLEAN AIRCRAFT concept......................................................................... 34 8.2.4.7 De-Icing/Anti-Icing........................................................................................ 34 8.2.4.7.1 Fluid Types............................................................................................. 35 8.2.4.8 Pre-flight checks........................................................................................... 35 8.2.4.8.1 Procedures for Cabin Crew .................................................................... 36 8.2.4.8.2 Fluid Types use...................................................................................... 36 8.2.4.8.3 Fluids Applied Cold ................................................................................ 36 8.2.4.8.4 Precautions when De-Icing .................................................................... 36 8.2.4.9 Hold Over Times (HOT) ............................................................................... 37 8.2.4.9.1 Hot Water De-icing ................................................................................. 37 8.2.4.10 Responsibility ............................................................................................. 38 8.2.4.10.1 Maintenance......................................................................................... 38 8.2.4.10.2 Commander ......................................................................................... 38 8.2.4.10.3 Station Manager ................................................................................... 38 8.2.4.10.4 Ground Staff......................................................................................... 38 8.2.4.10.5 Communications .................................................................................. 39 8.2.4.10.6 Centralised De-icing ............................................................................. 39 8.2 GROUND HANDLING INSTRUCTIONS
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8.2.4.10.7 Aircraft De-iced Certification ................................................................. 40 8.2.4.10.8 Delayed Take-Off.................................................................................. 40 8.2.4.10.9 Passengers and cabin crew member information ................................. 40 8.2.5 Airplane ground movement................................................................................. 40 8.2.5.1 Authority to taxi an aeroplane ....................................................................... 40 8.2.5.2 Push back and towing................................................................................... 41
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8.2 GROUND HANDLING INSTRUCTIONS 8.2.1 Fuelling Procedures 8.2.1.1 Italian Regulations. In accordance with Italian laws in force (decreto 30 Settembre 1985 GU n.259 4 Novembre 1985), the following porcedures are required. Re/defuelling operation must be done at least 15m away from any building. The area withn 15m from aeroplane tanks and/or re/defuelling equipment is called Fuelling Area. During re/defuelling the aeroplane must be properly grounded to prevent any sparks from static electricity, engines must be shut down and: 1) Two-way communication shall be established and shall remain available by the aeroplanes intercommunication system or other suitable means between the qualified ground crew supervising the re/defuelling and the qualified personnel on board the aeroplane. 2) All vehicles operating inside of fuelling area must: be equipped with approved and functioning exhaust anti-flame system; have a fire extinguisher on board; not transit or stop under the aeroplane wings (not for de/refuelling vehicle); not obstruct emergency exits and must permit the rapid evacuation of the fuelling area by other vehicles; not obstruct the fire fighting crews operation, should the need arise. 3) During re/defuelling the ofllowing actions are prohibited : change of aeroplane batteries; tuse of stairs with metallic wheel as they could produce sparks; use of Transponder, HF radio and weather radar; use of electronic equipment as they could produce flames or sparks; use of matches or lighters; smoking. 4) Re/defuelling operation must be stopped or terminated in case of: fuel leakage testing of radar equipment in the vicinity of re/defuelling point; presence of thunderstorms with lightning over or in the vicinity of the airport; overheat of Main Landing Gear; detection of fuel vapours inside the aeroplane presence of any vehicle without anti-flame system less than 1 m from re/defueling point operation of HF radio, transponder or weather radar any other hazard arises during re/defuelling 5) For fuelling / defuelling with Passengers embarking, on board or disembarking see OM A Chapter 8.2.1.8. 8.2.1.2 Standard Regulations Safety precautions must be always taken to preclude the possibility of fire during refuelling and defuelling procedures. The main causes of risk of fire with fuel deal with: a spark due to static electricity hot points (engines, APU, ground installations, smoking) 8.2 GROUND HANDLING INSTRUCTIONS
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Fuel generally does not catch fire easily, but the risk of fire is increased when the fuel is sprayed (link, disconnecting pipe) or in the presence of fuel vapour especially when low flash point fuels are used. The following precautions apply during any fuelling operations: engine ignition system must be OFF; the weather radar must be switched OFF; HF radios are not transmitting; electrical circuits in the tanks area must not be connected or disconnected; no open flame or smoking is permitted around the aircraft. Notes: Where reference is made to refuelling within these procedures it shall also be taken as referring as applicable to defuelling. Whenever JP-4/Jet B has been uplifted, defuelling should if possible be avoided until 20 flying hours have elapsed. 8.2.1.3 Approved Fuels Normally Jet A-1 is the only fuel approved for use on Operator aircraft, but in exceptional circumstances other fuels as listed in the Engineering Technical Procedure Document Number DTE-ETP-12-001, with title B737/B757/B767 Fluids servicing, may be uplifted when Jet A-1 is not available. A table showing the typical properties of the approved fuels is reported hereunder. FUEL TYPE JET A-1 JET A APPROVED FUEL TYPICAL PROPERTIES Freezing point Viscosity at -20C (Celsius) mm2/s -50 3.5 -51 5.2 Density at 15C kg/m3 820 820
8.2.1.4 Responsibility The final responsibility for the quantity and distribution of fuel rests with the Commander of the aircraft who, prior to the commencement of each flight, ensures that the Fuel Part in the Aircraft Technical Log is signed accordingly. Before commencing fuelling the authorised refuellers must take precautions to ensure that the correct grade is offered by the suppliers. Whenever wide cut fuel is uplifted an entry must be made in the Technical Log quoting the fuel specification and quantity in each tank. Before signing his acceptance, the Commander must, with respect to fuel, check that: A. the departure fuel on board agrees with the fuel planned and required for the flight B. the freeze point of the fuel loaded or that of the resultant mixture is satisfactory for the flight that is planned. In the absence of an appointed authorised refueller it is necessary for the Commander to assume responsibility for the refuelling of the aircraft. This responsibility may be delegated to the co-pilot but must be completed in accordance with the relevant aircraft refuelling instructions. 8.2.1.5 Supervision of Refuelling and Fuel Check Refuelling according to fuelling order must be supervised and the quality at designated stations to be checked by the person responsible, i.e. authorised refueller, station mechanic, flight engineer or Air Crew.
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To ensure that the requested amount of fuel according to Operational Flight Plan and fuelling order is on board a double check must be performed by a fuel quantity uplift calculation and actual uplift. A dipstick check must be performed: - if required by the fuelling procedures; - if required by MEL; - if the difference between the calculated and the indicated amount of fuel excessive; - if any technical deficiency is observed in the fuel indication system; - if the person responsible deems it necessary. Even if no fuelling is required a fuel check must be done. 8.2.1.5.1 Method to Check Refuelling The following method will be used to check the refuelling figure: check Bowser/Fuel Truck meter zeroed before refueling; uplift as required; check cockpit gauges: if not correct and under the requested fuel, top up as required; from the cockpit gauges, subtract the total fuel from the remaining fuel (to obtain required uplift in Litres, convert these figures using OAT table below); record actual Bowser/Fuel Truck uplift figure in the Actual box and calculated uplift in Calculated box and compare the two figures and if the difference is more than 3% an investigation may be required and the event noted on the Voyage Report and Tech Log. CONVERSION OAT Table ( Celsius) TEMPERATURE < 6C 6 - 18C 19 - 30C 31C Kg x 1.24 1.25 1.27 1.28 = Litres Kg x 0.270 0.275 0.279 0.282 = Imp Gallons Kg x 0.326 0.331 0.335 0.339 = US Gallons Lbs x 1.779 1.763 1.736 1.724 = Litres Lbs x 0.123 0.125 0.126 0.128 = Imp Gallons US Gallons/litres US Gallons x 3.78 = litres Imp Gallons/litres Imp Gallons x 4.54 = litres DO NOT INTERPOLATE 8.2.1.5.2 Tankering Whilst tankering can have financial advantages, these advantages are lost if last minute load changes result in the necessity to de-fuel or off-load freight. When tankering, therefore, check if the ZFW in the OFP and/or communicated by the Handling Agent is realistic, then refuel providing a buffer for last minute changes. Before the end of refuelling, if the ZFW given is the final, top up to maximum. 8.2.1.6 Refuelling/Defuelling with Wide Cut Fuel Wide cut fuel (designated JET B, JP-4 or AVTAG) is an aviation turbine fuel that falls between gasoline and kerosene in the distillation range and consequently, compared to kerosene (JET A or JET A1), it has the properties of higher volatility (vapour pressure), lower flash point and lower freezing point. Wherever possible, Air Italy should avoid the use of wide-cut fuel types. If a situation arises such that only wide-cut fuels are available for refuelling/defuelling, operators should be aware that mixtures of wide-cut fuels and kerosene turbine fuels can result in the air/fuel mixture in the tank being in the combustible range at ambient temperatures. The 8.2 GROUND HANDLING INSTRUCTIONS
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extra precautions set out below are advisable to avoid arcing in the tank due to electrostatic discharge. The risk of this type of arcing can be minimised by the use of a static dissipation additive in the fuel. When this additive is present in the proportions stated in the fuel specification, the normal fuelling precautions set out below are considered adequate. Wide-cut fuel is considered to be involved when it is being supplied or when it is already present in aircraft fuel tanks. When wide-cut fuel has been used, this should be recorded in the Technical Log. The next two uplifts of fuel should be treated as though they too involved the use of wide-cut fuel and the following limitations applied: - over-wing fuelling will not be employed; - the aircraft may not be refuelled with passengers on board; - refuelling with an engine running is not permitted; - the APU may not be started while refuelling is taking place. When refuelling/defuelling with turbine fuels not containing a static dissipater, and where wide-cut fuels are involved, a substantial reduction on fuelling flow rate is advisable. Reduced flow rate, as recommended by fuel suppliers and/or aeroplane manufacturers, has the following benefits: - it allows more time for any static charge build-up in the fuelling equipment to dissipate before the fuel enters the tank; - it reduces any charge which may build up due to splashing; and - until the fuel inlet point is immersed, it reduces misting in the tank and consequently the extension of the flammable range of the fuel. The flow rate reduction necessary is dependent upon the fuelling equipment in use and the type of filtration employed on the aeroplane fuelling distribution system. It is difficult, therefore, to quote flow rates. Reduction in flow rate is advisable whether pressure fuelling or over-wing fuelling is employed. With over-wing fuelling, splashing should be avoided by making sure that the delivery nozzle extends as far as practicable into the tank. Caution should be exercised to avoid damaging bag tanks with the nozzle. Aircraft and refuelling vehicles must be securely connected to adequate ground earth points and the refuelling vehicles must be bonded to the aircraft prior to connecting the nozzle to the aircraft fuelling adapter. On completion of refuelling with a wide cut fuel, a placard should be placed on the flight deck instrument panel stating that this fuel has been uplifted and giving the date and time. An entry will also be made in the Technical Log. 8.2.1.7 Aircraft Maintenance Operations during Refuelling/Defuelling A. Electrical and radio equipment may be checked but maintenance must be limited to the exchange of complete Units; B. radar must not be operated during fuelling operations or when within 30 meters (100ft) of such operations, fuel tanks, fuel trucks or fuel storage areas; C. when wide cut fuel is involved, radio equipment including radio paging devices, pocket calculators and similar electrical equipment, unless otherwise stated to be intrinsically safe, must not be taken into the fuelling zone or within 20ft of a fuel spillage; D. strobe lights are not to be operated or tested during refuelling or defuelling; E. APU and External Generators may be used during fuelling operations. However, APU and External Generators must not be started during fuelling operations. 8.2 GROUND HANDLING INSTRUCTIONS
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8.2.1.8 Fuelling/Defuelling with Passengers embarking, on board or disembarking Fuelling or defuelling may be carried out with passengers boarding, on board or disembarking provided that the following requirements can be satisfied. If these cannot be complied with, fuelling operations must not take place. Requirements: A. sufficient qualified personnel must be on board and be prepared for an immediate emergency evacuation. A flight crew member will be on the flight deck and should co-ordinate the precautions and procedures to be observed. Continuous communication between the flight/cabin crew within the aircraft and the ground engineer/refuelling supervisor outside is required. In the event of an incident requiring prompt disembarkation or rapid evacuation of the passengers, the Ground Engineer/Refuelling Supervisor will use the quickest available means of communication to notify the flight/cabin crew e. g. using: flight interphone; passenger steps, power operated gangway or catering vehicle; suitable aural or visual signals; B. an attendant who must be stationed at one of the main cabin doors will be responsible for notifying the refuelling staff immediately should any fuel vapour be detected in the passenger compartment or if any condition arises which might constitute a potential hazard. If the presence of fuel vapors is detected inside the aeroplane, or any other hazard arises during re-defuelling, fuelling must be stopped immediately. In this event all cleaning activities using electrical equipment within the aircraft must also be stopped immediately and not resumed until conditions permit; C. crew, staff and passengers must be warned that re-defuelling will take place. Passengers remaining on board must be informed that they must remain in their seats with their seat belts unfastened and that they must not smoke or operate electrical equipment; aisles and exits must remain unobstructed D. the Fasten Seat Belt sign must be off and 'No Smoking' signs must be on, together with sufficient interior lighting to enable the exits to be identified. E. where appropriate to the aircraft type, the emergency lighting master switch must be selected to arm; F. the P.A. system must be serviceable; G. any ground servicing activities and work within the aircraft must be conducted in such a manner that the ground area beneath exits intended to be used for emergency evacuation and slide deployment area must be kept clear; H. where it is desired to move passengers to and from the aircraft during fuelling the authorised refueller must ensure that the passenger movement paths are well clear of aircraft wing tip tank vents and fuelling equipment and that the movement of passengers through the fuelling area is supervised by a responsible person. Passengers must not be allowed to linger near the aircraft; I. the fire service must be alerted to the fact that fuelling procedures are about to take place with passengers on board; J. if a passenger/baggage reconciliation is necessary, it must be carried out away from the fuelling area; K. with regard to access, the following are the minimum requirements:
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a. the main door normally used for passenger embarkation must be open, clear of obstruction and manned. A loading bridge, power operated gangway or a set of passenger steps must be positioned at the door; b. the secondary rear exit door may, provided the slide is serviceable, remain closed but must be clear, armed and manned. The authorised refueller must be instructed to ensure that the area of ground beneath the secondary door is kept unobstructed; L. all others exit doors or emergency exits remain closed, armed and must be clear and manned, the ground area beneath the exits must be kept clear of any obstruction for slide deployment and emergency evacuation.
NOTE. For Public Addresses announcement and Cabin Crew position and duty during refuelling, see the appropriate booklets. NOTE: a two way communication shall be established and shall remain available between ground crew supervising the refuelling and the qualified personnel on board the aeroplane. NOTE: Ground servicing and work inside the aeroplane should be conducted in such a manner that they do not create hazard and the aisles and emergency doors are unobstructed.
8.2.1.9 Fuelling/Defuelling with wide-cut fuel with passengers embarking, on board or disembarking Fuelling or Defuelling with Avgas or wide cut type fuel (e.g. Jet-B or equivalent) or when a mixture of these types of fuel might occur, is not authorised when passengers are embarking, on board or disembarking. 8.2.2 Aeroplane, Passengers and Cargo Handling Procedures Related to Safety 8.2.2.1 General The loading of aeroplanes has to be performed under the supervision of qualified personnel (ground personnel or Pilot) and the Commander of the flight. The Commander and the Supervisor are responsible for ensuring that the weight of passengers and freight are consistent with data used for calculation of the aeroplane weight and balance. The structural limits such as floor strength, maximum load per running meters, maximum load for compartment and maximum seating limits should also be complied with. Crew and Ground staff shall take all reasonable measures to ensure that no person secretes himself or secretes cargo on board an aeroplane. To comply with this safety requirement the following actions must be carried out. 1. Air Crew boarding, during transit without passengers and before leaving a company aeroplane must carry out the security and safety search as explained in the appropriate Manual and/or Booklets. 2. Flight Crew and/or Ground Staff must carry out the security and safety search when an aeroplane has been left unattended, that shall include cargo compartments, wheel well and all compartments with external and/or internal access that may secrete a person or object. The use of a seal can reduce the inspection if the aeroplane has been left unattended in an area guarded by Airport Authority. 3. Ground staff or Flight Crew shall survey the ground operation. Senor Cabin Crew will report to the Commander of the flight that boarding and disembarking operations are completed. The Commander of the flight has the authority to order the beginning of boarding and disembarking operations in accordance with Air Italys procedures.Moreover the Commander has to make sure that no passengers will be left on ground consequently at early departures. In Air Italy an early departure is not allowed in scheduled flights. The same disposition is valid also for charter flights unless an accurate check has been performed of the number of passengers boarded against the forecasted number. This 8.2 GROUND HANDLING INSTRUCTIONS
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A 8.2 7 15 Apr 10
check must be done in coordination with the Handling Agent/Company representative/Tour Operator representative. During the flight all reasonable measures must be taken to ensure that no person is in any part of the aircraft not designed for the accommodation of people, except with the expressed permission of the commander for safety reasons. 8.2.2.2 Seat Allocation Procedures A complete set of combined seating plan and boarding cards are available and have to be issued by ground personnel for each flight. The seats which permit direct access to emergency exits shall be allocated to passengers that appear reasonably fit, strong and able to assist the rapid evacuation of the aeroplane in emergency. Passengers (because of their condition) who may hinder other passengers during an evacuation or may impede the Crew in carrying out their duties should not be allocated seats which permit direct access to emergency exits during the check-in. If the check-in ground staff cannot comply with above due to the impossibility to screen all the passengers when they are accepted, then a further check during boarding will be useful. In any case Cabin Crew during the embarkation and/or during the safety check will verify compliance with above. Incapable passengers allocated wrongly will be moved to other seats to avoid difficulties occurring on the ground, during take off or landing, when an emergency situation can arise. The following categories of passengers are among those that should not be allocated to, or directed to seats which permit access to emergency exits. - Passengers suffering from obvious physical, or mental, handicap to the extent that they would have difficulty in moving quickly if asked to do so; - Passengers who are either substantially blind or substantially deaf to the extent that they might not readily assimilate printed or verbal instructions given; - Passengers who because of age or sickness are so frail that they have difficulty in moving quickly; - Passengers who are so obese that they would have difficulty in moving quickly or reaching and passing through the adjacent emergency exit; - Children (whether accompanied or not) and infants; - Deportees or prisoners in custody, and, - Passengers with animals. - Expectant mothers. Note: Direct access means a seat from which a passenger can proceed directly to the exit without entering an aisle or passing around an obstruction. Exit row seats shall not be assigned to passengers who do not have sufficient mobility, strength and dexterity in their arms, hands, legs to open an exit. For seat allocation of Special Passengers see 8.2.2.3. 8.2.2.2.1 Multiple Occupancy of Passenger Seats. Multiple occupancy of aeroplane seats may only be allowed on specified seats and does not occur other than by an adult and one infant (children under two years of age) who is properly secured by a supplementary loop belt or other restraint device.
OPERATIONS MANUAL
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GENERAL BASIC
A 8.2 8 30 May 10
8.2.2.3 Passenger Procedures 8.2.2.3.1 Adults An Adult is a passenger with an age of 15 years and above. 8.2.2.3.2 Able Bodied Persons (ABP) An ABP is an adult passengers, physically and mentally fit and able, willing to assist, not old, without family. The best ABP is another crew member, policeman, fireman, etc. An ABP may be needed to: - open exits; - inflate slides; - assist other passengers out of aeroplane; - help passengers at the bottom of slides; - assist blind, deaf or disabled passengers in evacuation; - assist children, elderly and other needing help; - prepare/launch slides or life rafts. ABP must be briefed and it must be ascertained that they have understood the instructions given by the cabin crew member. 8.2.2.3.3 Special Passengers A Special Passenger is any passenger whos not an Adult ABP. 8.2.2.3.4 Special Passenger - Infants An Infant is a person who is less than 2 years of age. Infants may travel only if escorted by a parent (even if aged under 18) or by a person older than 18. The escort shall not travel with more than one infant. A passenger with infant shall occupy one of the seats shown in the seating maps (see GOM and/or CCM). Any group of seats with supplementary oxygen masks may be occupied by infants alternatively to allow Cabin Crew to use oxygen mask during depressurisation; Infants may be carried in a cradle (baby bassinet) providing the row where the accompaining adult is seated is immediately behind a fixed bulkhead; Under no circumstances can passengers with infants be seated in rows corresponding to exits. On take-off, landing and whenever the FASTEN SEATBELT signs are on, the infant shall be kept on escorts arms and be restrained by means of the specific additional safety belt (extension/infant loop belt) to the seat belt of his escort. Note: an adult and an infant shall never be fastened together with the same seat belt. The maximum number of infant depends on the number of supplementary oxygen masks, loop belts and special infant life jackets (if required) available. The maximum number of infants must not exceed 10% of the passenger seats capacity (the total number of seats must be rounded up e.g: 171 pax seats:18 infants). If more than one infant is travelling as part of a group, each such infant may be placed in an infant seat in the same row, provided one infant seat is located on a window seat and that only a person travelling as part of that group is seated adjacent to each infant. If the infant seat is secured to an aisle seat, the responsible person may be seated in the aisle seat immediately across the aisle from the infant seat. 8.2.2.3.5 Special Passengers - Children A Child is a person between 2 and 12 years of age. 8.2 GROUND HANDLING INSTRUCTIONS
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A 8.2 9 30 May 10
Children less than 5 years old may travel only if escorted by a parent (even if younger than 18) or by a person older than 18. Children aged 5 years or more may travel even if not escorted; in this case they fall into the Unaccompained Minors (see below) category and will travel according to the modalities described below. All children passengers, whether escorted or not, shall not be assigned seats in row sections in correspondence with exits. 8.2.2.3.6 Special Passengers Young A Young is a passenger with an age between 12 and 14 years. A Young: is not authorised to perform adults duties (such as accompany infant and child); must not be seated beside an emergency exit; must be accompanied by an Adult or, if not, must be defined as Unaccompained Minor (see below); in terms of mass value is considered Adult. 8.2.2.3.7 Special Passengers Unaccompained Minors (UM/UMR) An Unaccompained Minor is a passenger aged from 5 to 14 years that is travelling not accompained by a person older than 18. UMs shall: be embarked and desembarked before the other passengers; not be assigned seats in rows sections in correspondence with exits; be equipped with a special UM-bag containing name, route, travel documents and Air Italy Form 806 Information for the carriage of Unaccompained Minors, which should be worn visibly over the clothes; Refer to the seating maps reported in the GOM and/or CCM for the seating location and maximum number of UMs allowed onboard. Refer also to the table in paragraph 8.2.2.3.8 below for the maximum number of UMs allowed on board in combination with PRMs. If he deems appropriate to do so, the Commander can change the seating location of the UMs. UMs, when on board, shall be placed in the care of the Senior Cabin Crew Member by the Station personnel to whom they have been entrusted and will travel under the direct guardianship of the Commander. On board, the Senior Cabin Crew Member will ensure that constant assistance is given to the UMs. In case of crew change, the Senior Cabin Crew Member leaving service must inform the Commander and the colleague taking over of the presence of the UMs on board. Should this not be possible, the minors shall be temporarily placed in the Station personnel care. The Senior Cabin Crew Member shall take care of entrusting the minors to the Station delegated person in the most accurate manner. If no Station personnel is present, the Senior Cabin Crew Member shall hand over the UM to other authorised personnel. The Senior Cabin Crew Member shall report on Air Italy Form 806 where and to whom the UMR has been handed over. 8.2.2.3.8 Special Passengers - Passengers With Reduced Mobility (PRM) A PRM is a person whose mobility is reduced due to physical incapacity (sensory or locomotory), an intellectual deficiency, age, illness or any other cause of disability when 8.2 GROUND HANDLING INSTRUCTIONS
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A 8.2 10 30 May 10
using transport and when the situation needs special attention and the adaptation to a persons need of the services made available to all passengers.. The PRM number shall not exceed that of the ABPs capable of giving assistance in case of an evacuation, present on board. PRMs who belong to various medical categories may travel both individually and in groups respecting the limits laid down in the Seating Maps reported in the GOM and CCM. For the purpose of aeroplane evacuation, they are divided into: DEAMBULATORY: those capable to reach an emergency exit point without the help of an able bodied person; NON-DEAMBULATORY: those capable to reach an emergency exit point only with the help of an able bodied person, identified either with a certified CA, or with a Personal Escort that have received a safety briefing by a CA. Note: PRMs belonging to the following categories: WCHC, STCR, STCR/OXYG, BLND/DEAF, Non Self-sufficient MEDA (see relevant definitions in the following paragraphs) are considered as Non-deambulatory. For the emergency evacuation duty, each NON-DEAMBULATORY PRM without personal escort, up to the limit reported in the table below, will be assigned, by the Senior Cabin Crew Member, to an ENAC Qualified Cabin Attendant. 737-300/700 737-400/800 757-200 WCHR Both NonDeambulatory and non accompanied PRMs STRC or STRC/OXYG Total maximum number of PRMs, excluding WCHR
Note 1: Note 2:
767-200
767-300
Unlimited 2 3 4 1 note 2 14 17 19 4/5 note 1 5/6 note 1
Depending on cabin configuration. More than 1 STRC or STRC/OXYG can be carried provided prior coordination with Air Italy OCC is carried out.
Each NON-DEAMBULATORY PRM present on board, in excess of those allowed without personal escort (see table above), shall be assisted, during an emergency evacuation of the airplane, by an able-bodied personal escort. If needed, the escorts may be searched among volunteers at the Station. In this case each personal escort must have signed, during the check-in procedure, a responsibilitys declaration form. The Senior Cabin Crew Member must provide the escort with an appropriate preflight briefing. The limitations stated above do not apply in case of dedicated special flights (e.g: PRMs travelling in groups), for which exceptional agreements are set in place and coordination with the FOPH is necessary For the purpose of authorisation for flight from a medical standpoint, PRMs are divided in: MEDA: a passenger with reduced mobility for whom medical clearance is required; 8.2 GROUND HANDLING INSTRUCTIONS
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A 8.2 11 30 May 10
NON-MEDA: a passenger with reduced mobility for whom NO medical clearance is required. The following categories of PRM are classified as MEDA: Passengers whose conduct, mental status or physical condition may render them incapable of caring for themselves without assistance or who might be a risk to themselves, to other persons or to the safety of the flight; Passengers who suffer from a disease which is believed to be contagious and could be passed on to other passengers on board (except typical childrens diseases); OXYG: passengers requiring oxygen therapy. Small (for maximum dimensions refer to the Permissible Size of Hand Baggage) gaseous oxygen or air cylinders are allowed. Oxygen refrigerated liquid is forbidden; Passengers needing medical attention or other medical equipment on board, with the exception of OXYG. Case by case will be evaluated by the FOPH in order to determine the transportability by aeroplane of the subject; STCR: passengers who cannot be seated normally and require the use of a stretcher, even though not continuously. Stretchers can be installed in rows as indicated in the technical publications. They must be secured to the aircraft. The patient must be secured by an adequate harness to the stretcher or aircraft. The fitting operation must be done by qualified personnel unless Crew Members are approved. A stretcher is to be loaded before all other passenger and off-loaded immediately after all passengers have disembarked. When a stretcher is installed, aircraft maximum capacity is reduced by a number of seats dependant on aircraft type. STRC should be accompanied by an able bodied adult attendant qualified to provide him with en-route care. PREG: women in the last four weeks of pregnancy or who have medical complications connected to their pregnancy; babies under the age of 7 days; persons with arms and/or legs in casts or splints. The following categories of PRMs are normally classified as NON-MEDA: WCHR (wheelchair-ramp): passengers able to go up and down aeroplane stairs and walk unaided to their seat, but require a wheelchair or assistance to and from the aircraft and within the airport terminal; WCHS (wheelchair-steps): passengers unable to go up and down aeroplane stairs unaided but able to slowly walk to their seat; WCHC (wheelchair-cabin): non mobile passengers who need help and support during embarkation/disembarkation and seating on board. For WCHC an assistant is required for flights longer than 4 hours. Note: A passenger's own wheelchair (incl. battery-drive, where permitted) will be carried as checked baggage in the aircraft cargo compartment but never in the passenger cabin provided the precautions prescribed in Ch 9 of this Manual are observed. When a wheelchair with a spillable battery is loaded, the Commander must always be informed BLND: blind passengers If the BLND has a guide dog, muzzle must be worn by the guide dog and the seat next to its owner should be blocked.; DEAF: deaf passengers; BLIND/DEAF: passengers who are both blind and deaf; PREG: pregnant women who are not expected to give birth within the following four weeks and with no medical complications. 8.2 GROUND HANDLING INSTRUCTIONS
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A 8.2 12 30 May 10
elderly passengers; FREMEC: holders of a valid Frequent Travellers Medical Card, which is given to person with permanent and chronic reduced mobility; children with visible contagious childrens diseases (i.e. measles, chicken pox); MAAS (meet and assist): passengers who need a special help, e.g. passengers unable to carry their own hand-luggage. 8.2.2.3.9 Special Passengers - Seat Allocation of PRMs PRM passengers shall be allocated seats which may facilitate their movements in the cabin for their needs and which do not hinder the evacuation of all other passengers in case of emergency. These passengers are therefore allocated seats designated to this end and indicated in the seating maps. The escort, if any shall, be assigned a seat adjacent to that of the PRM passenger. If he deems appropriate to do so, the Commander can change the seating location of the PRMs. 8.2.2.3.10 Special Passengers - Authority of the Commander The Commander has the final authority to accept or reject PRM for a specific flight. This authority is valid for last minute boarding as well as for passengers with reduced mobility already accepted. The following guidelines are intended to help the Commander in making his decision. Acceptable factors include: - important documents, e.g. statements of attending physician, inquires by the station of departure; - qualified accompanying personnel (doctor, nurse); - no imminent danger to life as far as recognisable; - return flight domicile; - proper care and transportation organised at destination. If the Commander decides to refuse transportation, he must inform such passenger(s) about alternative travel means after consultation with the station personnel, e.g. other line connections or special flights which provides expeditious, accompanied transportation. In the event of refusal a report to the FOPH through the Captains Report is required. 8.2.2.3.11 Inadmissible Passenger (INAD). An inadmissible passenger is a person who is not (or will not) be permitted by the competent authorities to enter the respective state (e.g. due to lack of visa, expired passport, insufficient funds etc.). The responsibility for inadmissible passengers lies fully with the carrier(s) concerned. Should an INAD decide to disembark at a destination other than that indicated on his ticket, he should be permitted to do so, informing the Authority. If possible, this should be done by radio before arrival. General If a passenger arriving on an Air Italys flight is declared to be inadmissible by the immigration authorities, the transporting carrier is responsible for the removal of the passenger in accordance with ICAO annex 9, Standard 3.36, quoted below: Each contracting state shall ensure that a person found inadmissible is transferred back into the custody of the operator(s) who shall be responsible for prompt removal to: - the point where the person commenced his or her journey; or - to any other place where the person is admissible. Note: 8.2 GROUND HANDLING INSTRUCTIONS
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air italy
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A 8.2 13 30 May 10
The public authorities shall without delay inform the operator(s) when a person is found inadmissible and consult the operator(s) regarding the possibility of departure. Stations are responsible for organising and co-ordinating INAD removals with the local authorities and consulates/embassies concerned, and with online stations. In exceptional cases where operation is seriously effected, stations shall co-ordinate with Operational Control. Handling INAD need not to be accompanied. In principle, passports and other travel documents are in the possession of INADs or their escort(s), and photocopies may be carried in a document folder of the aeroplane. Whenever local laws and/or severe sanctions (e.g. heavy fines and/or legal actions) require Air Italy to hand over original travel documents to the authorities at destination, such documents must be safeguarded in the aeroplane by the Commander. Full background information on such passengers must be given to the crew to enable proper handling. Notification The Commander must be informed about INADs. by means of the Captains Load Information (CLI) or by the system generated passenger list. Accompanied Inadmissible Passengers (ANAD) If there are reasons to believe that an INAD will be a source of annoyance to other passenger and crew, DEPA procedures must be applied (maximum 4, each escorted by at least 2 guard). 8.2.2.3.12 Accompanied Deportees (DEPA)/Unaccompanied Deportees (DEPU) A deportee is a person who: - having been admitted to a state or having entered illegally, is required by the competent authorities to be removed from that state; - is extradited from a state on request of the competent authorities of another state. The responsibility for deportees lies fully with the states concerned. Should a DEPU decide to disembark at a destination other than that indicated on his ticket, he should be permitted to do so, informing the Authority. If possible, this should be done by radio before arrival. General Deportees shall be accompanied by lawenforcing officers or equivalent unless they are expelled for one of the following reasons: - lack of working permit; - illegal entry; - expired visa; - cancelled or invalid permit of residence; - insufficient funds; - repatriation (runaway youth, refugees); and when there is reasonable assurance that the deportee: - needs no special handling; - will not be a source of annoyance to other passengers; - does not jeopardise the safety of persons, goods or the aeroplane. Category of deportees and maximum number per flight: - unaccompanied deportees (DEPU): maximum 2; - accompanied deportees (DEPA): maximum 4, escorted by at least 2 guard. No confusion must be done between Accompanied Deportees (DEPA) and Persons in Custody/Detainees. 8.2 GROUND HANDLING INSTRUCTIONS
OPERATIONS MANUAL
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A 8.2 14 30 May 10
Exceptions to the above numbers must be authorised by the FOPH. Children under 16 years of age travelling together with an adult, family or group need not to be considered for the number of deportees. Handling Deportees who need to be manacled or gagged may not be accepted. Handcuffs are accepted. Persons who physically resist boarding the aeroplane shall be excluded from carriage. Furthermore, no person who behaves in a manner requiring physical restraint shall be brought on board. Arrangement shall be made that deportees will be boarded ahead of passengers, disembarked last and as discreetly as possible. DEPA/DEPU must be assigned seats from the back of the aircraft forward, but not the emergency overwing exit seats. In relation to the passengers, it is better to leave empty rows seats to separate the passengers and the deportees, or if the seats are not available, give an upgrade to business class (if available) for suitable number of passengers. If feasible, during take-off and landing handcuffs should be release, according with the decision of the escort personnel. In all the other situations, such persons shall be treated with the same courtesy and tact as all other passengers on board. In special cases, deportees may be seated behind a curtain for their own protection and integrity. In this situation two guards are necessary. One guard stays with the deportee, the second guard must safeguard the curtained area against unauthorised access. Special assistance shall be given by experienced senior staff. Documents In principle, passports and other travel documents are in the possession of DEPU/DEPAs or their escort(s), and photocopies may be carried in a document folder of the aeroplane. Whenever local laws and/or severe sanctions (e.g. heavy fines and/or legal actions) require Air Italy to hand over original travel documents to the authorities at destination, such documents must be safeguarded in the aeroplane by the Commander. Full background information on such passengers must be given to the crew to enable proper handling. The DEPU/DEPA message must include the remark Travel documents in the aircraft. Notification Before departure, the station personnel shall inform the Commander either verbally or system-generated passenger list of any deportee intended for transportation. 8.2.2.3.13 Persons in Custody/Detainees General It must not been done confusion between Accompanied Deportees (DEPA) with Persons in Custody/Detainees (always with armed escort). The Italian public authority can use scheduled flights for transferring detainees together with armed escort. This is not against any Italian law or regulation. The Captain cannot refuse to carry the detainee with his/her escort unless the detainees fall into the category of insubordination. The responsibility of escorting the detainee falls completely on the head escort. The head escort may decide to, or not to use handcuffs during the voyage. However the Captain may request to removal of handcuffs during take off and landing. Load control must inform the crew of the presence on board of the detainee and armed escort. 8.2 GROUND HANDLING INSTRUCTIONS
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air italy
GENERAL BASIC
A 8.2 15 30 May 10
Handling The group must be assigned seats from the back of the aircraft forwards, but not the emergency over-wing exit seats. In relation to the passengers, it is better to leave empty rows seats to separate the passengers and the detainees, or if the seats are not available, give an upgrade to business class (if available) for suitable number of passengers. The detainee and escort must be embarked before and disembarked after the passengers and in a separate manner for safety and corporate image reasons. They should not be served alcohol or given matches. It is strongly suggested that toilettes are used (if needed) when the aircraft is still on the ground: special care must be used when they must use the toilette while flying. In all the other situations, such persons shall be treated with the same courtesy and tact as all other passengers on board. The escort may be armed in accordance with the Italian law 694, dated 23/12/74. There are no limitations regarding maximum numbers of detainees per flight. 8.2.2.3.14 Voluntary Departing Aliens (VDAL) Voluntarily departing aliens are foreign nationals whose right to stay in a particular country has been withdrawn and who, contrary to deportees, leave that country voluntarily within the period of notice given. They have been persuaded by the authorities to return to their home country. Handling Voluntarily departing aliens shall be treated with the same courtesy and tact as all other passengers. Special assistance shall be given by experienced senior staff. Stations are responsible for the correct acceptance of VDAL under observance of the following guidelines: - Groups of VDAL shall be pre-boarded; - The concentration of uniformed officials in check-in and gate areas or around and in the aeroplane must be avoided. VDAL who are obviously not willing to depart shall be considered DEPU/DEPA. Documents VDAL are in full possession of passport and travel documents. Photocopies of travel documents if deemed necessary should be made and placed in a document folder of the aeroplane. Notification The Commander must be informed about VDAL. 8.2.2.4 Permissible Size and Weight of Hand Baggage For security and safety reasons, only one piece of hand baggage not exceeding the weight of 5 Kg. and the total dimensions of 115 cm (sum of length, height and width) will be permitted per passenger (excluding infants). The following items are also allowed in addition to the hand baggage: one small bag or purse; one coat, cape or blanket; one umbrella or walking stick; one small camera or binoculars; reading matter for the flight; an infant carrying basket and baby food; fully collapsible wheelchair, crutches or other prosthetic devices provided the passenger is dependent upon them. 8.2 GROUND HANDLING INSTRUCTIONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 8.2 16 30 May 10
8.2.2.5 Loading and Securing of Items in the Aeroplane Crew must ensure that hand baggage and cargo is adequately and securely stowed before take off, before landing and whenever the Pilots illuminate the fasten seat belts or when so ordered. This is to prevent injury by falling objects and/or to prevent baggage and cargo impeding evacuation from the aircraft as appropriate to the phase of flight. To comply with this safety requirement the baggage and cargo must be stowed as follows: 1. Each item carried in a cabin must be stowed only in a location that is capable of restraining it; 2. Weight limitations placarded on or adjacent to stowage must not be exceeded; 3. Under-seat stowage must not be used unless the seat is equipped with a restraint bar and the baggage is of such size that it may adequately be restrained by this equipment; 4. Items must not be stowed in toilets or against bulkheads that are incapable of restraining articles against movement forwards, sideways or upwards and unless the bulkheads carry a placard specifying the greatest weight that may be placed there; 5. Baggage and cargo placed in lockers must not be of such size that they prevent latched doors from being closed securely; 6. Baggage and cargo must not be placed where it can impede access to emergency equipment. Items of accompanied baggage which by virtue of their size, value or fragility, are unsuitable for carriage in the hold or in approved stowage spaces may be carried on a passenger seat provided the following conditions are observed: A. the item is accompanied by a passenger; B. the seat is used solely for the carriage of, or securing of, the item throughout the flight; C. the seat is immediately adjacent to the side of the fuselage and is not adjacent to an emergency exit; D. any such item does not exceed 75 Kg in weight, is properly secured by means of a seat belt (plus extension piece if necessary) and the centre of gravity is maintained not more than 30 centimetres above the top of the seat cushion. Checks must be made before Take-Off and before landing and whenever the Commander switches on the seat belt sign to ensure that baggage is stowed in such a manner that it cannot impede evacuation or cause injury by falling. Note: The requirements for restraint of hand baggage apply equally to crew baggage. Baggage that cannot be stowed and secured will be labelled and carried in the cargo hold. Passengers are not allowed to carry the following article in the cabin: - Briefcases and security type attach cases with installed alarm devices, lithium batteries and pyrotechnic material; - Explosives, munitions, fireworks and flares; - Gases such as camping gas; - Flammable liquids such as lighter fuels, paints and thinner; - Flammable solids, such as matches and articles which are easily ignited; - Oxidising substances such as bleaching powder and peroxides; - Poisonous and infectious substances; - Radioactive and magnetised materials; - Corrosives, such as mercury; - Medicinal or toilet articles exceeding 2 Kg/2 lt.; - Alcoholic beverages exceeding 2 lt.; 8.2 GROUND HANDLING INSTRUCTIONS
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A 8.2 17 30 May 10
- Dry ice exceeding 2 Kg. 8.2.2.5.1 Baggage Loading It is under Commander responsibilities to check the balance of the aircraft is and will remain during the flight within the centre of gravity envelope limit and all the baggage and containers are properly stowed and secured before each flight. Cargo compartments limits are available on proper aircraft section of the OM Part C Route Manual Aircraft loading procedures are specified on Ground Operations Manual. 8.2.2.6 Special Loads and Classification of Load Compartments 8.2.2.6.1 Live Animals General Pets are domestic animals such as: Dogs; Cats; Singing birds; Rabbits; Hamsters; Guinea pigs. Pets only are considered as domestic animals travelling with a passenger: animals different from pets will be handled as Cargo. Two or more animals are allowed in the same container if they are familiar with each other and not exceeding the maximum weight and containers dimensions. Carriage of pets in the cabin (PET-C) is limited by considerations of passenger safety and comfort and by the size of the cabin. Carriage of live animals in cargo compartments (AVI-H), either pets or not, require pressurisation and may require ventilation, heating and lighting. Information about pets carried in cargo compartment can be found in the present manual: for details, refer to each aeroplanes AOM. Cabin (PET-C) With the exception of guide dogs for blind passengers, only 2 (B757) [reserved] small pets containers may be carried in the cabin. The weight of container and animal/animals may not exceed 10 Kg. They must be allocated: A. B757 If one Row 1 A/B If two: one behind the last row(row 40 D/E/F), with the owner in the last row and the other one in front of the owner, seated in the row 1A/B. B. B767 Max 3, 1 in each cabin area (max 10Kg including container) Not admitted in UK rutes C. B737 If one Row 2 A/B If two: one behind the last row, with the owner seated in the last row Pet must be carried in a suitable leak-proof container or bag with total dimensions of 115 cm (sum of length, height and width) and must stay in the container/bag, on the floor, for the duration of the flight. The passenger, under whose care the pet travels, must be in possession of all documents required by the authorities at destination. 8.2 GROUND HANDLING INSTRUCTIONS
OPERATIONS MANUAL
air italy
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A 8.2 18 30 May 10
The Commander and handling staff shall ensure that no animal is carried in the cabin which might impede an emergency evacuation. They therefore must not be assigned to the emergency exit seat rows. Before boarding the animal shall be already into the container. For guide dogs limitations, refer to BLND paragraph. NOTE. For flight from and to : - United Kingdom (not admitted); - Sardegna Region; special regulations applies. Cargo Compartment (AVI-H) Pets not carried in cabin and other animals (both defined as AVI-H) can be carried in the cargo compartment. The maximum number of pets not carried in cabin is reported in the GOM (ground Operations Manual) present on board the A/C , as long as at least ventilation is available and working and: - Cargo heating is working (if applicable); or, if the Cargo Heating is not working, - Outside Air Temperature on ground is > -5C. For aeroplane without ventilation system, a case-by-case evaluation will be done among Commander, Ramp Agent and owner of the pet. Anyway the transport of pets in cargo compartment without ventilation is not recommended. Lighting system should be turned on during the all flight. Special care will be exercised in order to: - load the AVI-H not too much in advance of the expected time off blocks; - close the cargo compartment few moments prior starting the engines; - unload the AVI-H without any delay. For animals (not pets), refer to Ground Operations Manual. 8.2.2.6.2 Human Remains (HUM) Non-cremated human remains shall be contained in a hermetically sealed inner coffin of lead or zinc inside a wooden coffin. The wooden coffin may be protected by outer packing and should be covered by canvas or tarpaulins in such a way that the nature of its contents is not apparent. Such human remains shall not be loaded in close proximity to food for human or animal consumption or edible materials, not close to the cockpit. NOTE. Mourning ceremonies on the apron should be avoided and embarkation and disembarkation of HUM shall be done out of sight of passengers. The Commander and the down-line stations shall be informed. 8.2.2.7 Positioning of Ground Equipment Diagrams illustrating the correct positioning of ground servicing equipment appear both in the aircraft AOM and in the Ground Operations Manual. 8.2.2.8 Operation of Aeroplane Doors 8.2.2.8.1 General Passenger and service doors may only be opened and closed by technical staff or crew members.
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8.2.2.8.2 Cabin Doors The passenger doors must never be opened from the outside when the red safety strip inside the cabin can be seen through the door window (not applicable in the Air Italy fleet). For arming and disarming operations, see paragraph next paragraph. After the door has been opened the staff concerned must ensure that the positioning of the passenger steps or jet-way has been completed and approval to disembark has been received from the ground personnel before crew members or passengers enter the passenger steps or jet-way. Passenger steps or jet-way and catering trucks must not be removed from the aircraft until the respective cabin door is either already closed or the cabin crew member is in the process of closing it. Doors operations in strong wind or heavy rainfalls see appropriate section of this chapter. The operations of doors should be done only when stairs or jet-way are in position. When passengers are on board, the positioning of safety straps or bars at the open door is not sufficient therefore doors with no stairs must be kept closed. 8.2.2.8.3 Arming and Disarming Cabin Doors Refer to CCM Part B for related procedures and communication between Flight Deck and Cabin Crews. 8.2.2.8.4 Compartment Doors Opening and closing the lower compartment doors shall be performed by loading staff only when they have been duly trained. It will always be the duty of the flight crews to check that the compartment doors have been closed and locked properly on completion of loading and before starting the engines. 8.2.2.8.5 Aircraft Handling in Strong Winds and/or Heavy Rain Falls For aircraft handling in winds exceeding 40 Kts (if winds exceed 65 Kts keep door closed), the following safety regulations shall be adhered to: A. weight first the forward part of the aeroplane so, in order to keep the nose wheels firmly on the ground, passengers shall embark/disembark through the forward cabin door only. When the aeroplane has the rear door(s) and the situation suggest to use it, it is better to board small groups of passengers (that means no more than 4/5) in the forward area, until the correct weight is reached before continuing to board in the standard way; B. during loading, the forward cargo compartment shall be loaded first; C. during unloading, the aft cargo compartment shall be unloaded first; D. after unloading the aircraft, all servicing equipment and passenger steps, not immediately needed, shall be removed from the aircraft to a distance of at least 5m and secured. Consideration should be given to parking the aircraft nose into wind loading more fuel to act on ballast and using extra wheel chocks. In case of heavy rain falling, any attempt should be made in order to reduce the possible water entering the aircraft. Refer also to O.M.part A Chapter 8.9 or O.M. part B for further information. 8.2.2.8.6 Cockpit reinforced doors operation On board of the aircraft equipped with reinforced cockpit doors, the following operations shall be applied. All Crewmembers will receive by special communication the entry code. This code must be considered classified and known by heart. 8.2 GROUND HANDLING INSTRUCTIONS
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Cockpit door will be kept closed for all phases of flight, from before engines start to after engines shutdown, except where authorised entry is approved: In some countries ( i.e. USA and UK) the reinforced door must be kept closed before the first passenger is embarked until after the last passenger is disembarked. Emergency Key The emergency key will only be issued to the CAs in cases of system malfunction, and will only be used in the event of pilot incapacitation. Keypad and Selector Panel The keypad consists of 5 numeric and 1 enter buttons and 3 lights to indicate door locked, correct code entry, and door unlocked. If the correct code is entered on the keypad the amber light will illuminate and a series of chimes will indicate to the Flight deck someone is trying to gain entry. With the selector panel remaining in AUTO 30 seconds later the door will automatically unlock for 5 seconds. The Flight deck has the option to go immediately to UNLKD or DENY on the selector panel. See normal operations. Door Mechanism The door can be opened mechanically or electrically both from the Flight deck and cabin under certain circumstances. Under normal usage when the system is functioning normally the selector panel will be in the AUTO position the deadbolt will be withdrawn and the key will be stowed on the Flight deck. The door can be opened from the Flight deck by turning the latch manually or by selecting UNLKD on the selector panel. If issued the cabin can open the door with the emergency key (provided the deadbolt is not in position) If the correct code is entered on the keypad the chimes will sound and either the Flight deck can select UNLKD or after a time delay (30 seconds) the door will unlock, for 5 seconds, automatically. If DENY is selected the door will not open for 5 minutes (even if the correct code is entered) after this period the system will reset and a further attempt at access may be made. If the captain suspects any form of intrusion the NHP should apply the deadbolt thus making it impossible for anyone to enter the Flight deck. The system can be deactivated for turn-around, maintenance, system failure, and in the event of an emergency when the captain considers it necessary to have the door permanently open by selecting the guarded switch to OFF located on the chime module (left door frame on Flight deck). This deactivates the complete system however, the deadbolt can still be applied (manually). Normal Operation Every time the door is closed it will automatically lock if power is applied. During turn around the locking system should be deactivated by selecting the guarded switch to OFF on the chime module. No1 will contact the Flight Deck using the interphone at an appropriate time before take-off and before landing to confirm the cabin is secure. The interphone should be used to make initial contact between Flight deck and cabin and vice-versa. Before selecting the code on the keypad the cabin should make initial contact with interphone or a special security procedure decided by Air Italy and not reported in a written form for security reason. An oral procedure has to be established between the pilots and the chief cabin crew (AVR) to grant the access to the flight deck. This procedure is unique and will not be 8.2 GROUND HANDLING INSTRUCTIONS
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written to avoid security branches, in case of airplane where video surveillance is installed, it should be considered on this procedure. The following procedures will apply for Entry to the flight deck (only in emergency): Cabin crew makes contact using interphone. At the cockpit door key in the entry code and press ENT. 2 chimes will be heard in the Flight deck, the amber light on the key pad will illuminate to show auto opening is in progress, and the AUTO UNLK light in the Flight deck will illuminate to show the correct code has been entered and after the 30 second delay the door will auto unlock. In the Flight deck a further 2 chimes will be heard after 10 seconds, and a continuous chime after 20 seconds for 10seconds. If no action has been made during this time the door will automatically unlock for 5 seconds. Before the 30 second auto opening delay period has expired the PM or other crew member should look through the peep hole and identify the crew member wishing to enter. Entry is effected by turning the latch handle manually or going to UNLKD on the selector panel. If it is not convenient for the PM to leave his seat then this should be communicated at the time of initial interphone contact. However, should the cabin crew enter the correct code and at that moment you decide it is not safe or convenient for the PM to leave his seat then the selector panel switch should be moved to DENY thus cancelling the auto open facility. Access will be denied for 5 minutes after which the code can be reentered. The auto opening of the door after 30 seconds should be considered for use only when pilot incapacitation is suspected. When there are only 2 crew on the Flight deck and one of them needs to leave a cabin crew member should enter the Flight deck before the pilot leaves. The FD will always have a minimum of 2 people. In this situation pilots should minimise the time they spend outside the Flight deck. If the jump seat is occupied by off duty personnel they may be substituted for the second crew member provided they are fully briefed. The pilot wishing to re-enter the Flight deck will use the same system as the cabin crew initially making contact on the interphone. MEL and Non Normal Procedures For the complete auto system or parts of it to be unserviceable refer to MEL. For entry to the Flight deck contact is made on the interphone and code is verbally passed to the Flight deck. The PM or other crew member checks the peep hole and manually opens the door with latch handle. When auto unlock is unserviceable it will be necessary to issue the emergency key to the No1. This should only be used in cases of suspected pilot incapacitation. i.e. when there is no response to repeated calls on the interphone. Note: The dead bolt must not be applied unless there is a known or suspected treat situation as this will deny access to the Flight deck in all circumstances. Decompression Hatches and Breakaway Panel The door is fitted with pressure sensors allowing the door to blow inwards in the event of a Flight deck decompression or 2 panels to open if there is a sudden loss of pressure in the cabin. A breakaway panel is fitted to the bottom of the door so that in the event of an emergency landing and the cabin floor is distorted the door can still be opened. Aircraft Emergencies In the event of an aircraft emergency and the captain decides he needs to communicate face to face with the No1 he can elect to UNLKD the door from the selector panel. He may 8.2 GROUND HANDLING INSTRUCTIONS
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further decide to deactivate the system, for the duration of the emergency, by selecting the guarded switch to OFF on the chime module. 8.2.2.9 Safety on the Ramp 8.2.2.9.1 General Detailed instructions for ground personnel on all phases of the ground handling of aircraft and in respect of ramp safety procedures are contained in the Ground Operations Manual. Flight and Cabin Crew, and Commanders in particular, are expected to familiarise themselves with these instructions and with the information to be found in the relevant sections of the O.M., part B. In addition, the Flight Crew are expected to familiarise themselves with the information contained in the O.M., part C about parking and marshalling procedures in use at any aerodrome into which they are to operate. 8.2.2.9.2 Post Flight Marshalling If for any reason on arrival on the ramp there are no ground handling staff available, the Commander shall provide Cabin Crew for the safe marshalling of passengers while they remain airside. Commanders will not leave unattended aeroplane for any reason if disembarking and unloading operations are not ultimate. 8.2.2.10 Start-up, Ramp Departure and Arrival Procedures 8.2.2.10.1 General Start-up, ramp departure and arrival procedures must be done in accordance with O.M., part B and C. In addition to the above, it is Air Italys policy that either pilot may be PF. On those aircraft. not equipped with steering tiller on the right hand side, for the taxi phase, PF will be the Left hand seat pilot ( see Part B Normal Procedures) . Before taxiing (as well as before taking-off, landing and deemed necessary in the interest of safety), Commander must be sure that: - All exit and escape paths are not obstructed; - All equipment and baggage is properly secured; - All relevant emergency equipment remains easily accessible for immediate use. 8.2.2.10.2 Taxing Air Italys aircraft shall not be taxied unless the person at the controls is: A. a pilot qualified to do it; B. a engineer who has received instruction both in controlling the aircraft on the ground and in respect of aerodrome layout, routes, signs, markings, lights, ATC signals, procedures and phraseology and who is qualified to use the R/T; C. a person trained and qualified in the manner outlined in B above and who has been duly authorised by a designated agent of the Operator. When flight crew are taxing an aircraft, on two-crew aircraft there should always be a pilot qualified on the type in one seat plus a suitable person e.g. a pilot not necessarily qualified on the type, a flight engineer, or a ground staff member qualified in aircraft ground handling. When an aircraft is being towed or pushed by tractor, the responsibility of the Commander is limited to ensuring that the procedures for operating crew are correctly carried out. Avoidance of collision during these manoeuvres is the responsibility of the engineer in charge of the ground crew.
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However, operating crew should of course warn the engineer if they become aware of a potential hazard or if they receive instructions from ATC to halt the operation, but they should not take any other action unless requested to do so by the engineer. 8.2.2.11 Servicing of Aeroplanes Servicing must be done in accordance with O.M., part A, B, C and GOM. 8.2.2.12 Documents and Forms for Aeroplane Handling 8.2.2.12.1 General Documents an forms are used for legal purposes and are concerning either the aeroplane, the crew, the passengers and the cargo load. They are: General Declaration It is the main document for the aeroplane, crew, passengers and cargo. It must be done on request of the out-going and/or in-coming Authority. The General Declaration is usually done by the handling employers, but it can be done by the Commander if needed, as per O.M., part A, appendix section. The Declaration of Health (which is a document with the same characteristic of the General Declaration) is part of the General Declaration Passengers Manifest This is a list of the passengers name and it is used to check them upon departing and arriving. . It must be done on request of the out-going and/or in-coming Authority. Cargo Manifest This is the document certifying the cargo loaded on the aeroplane. It must be noted that the passengers baggage is not considered cargo load. . It must be done on request of the out-going and/or in-coming Authority. Other documents Depending on aeroplane transit/destination, the filling of other specific documents can be requested. 8.2.2.12.2 Information Retained on the Ground At least for duration of each flight or series of flights the following documents must be released to the ground operator: A. a copy of the operational Flight Plan in the OCC server; B. a copy of the relevant part(s) of the aeroplane technical log; C. a copy of the last up-date mass and balance documentation; D. a copy of Special Loads notification (if applicable). 8.2.2.12.3 Records to be filled At the end of the flight the Commander is responsible for the completion of the following flight records: Aircraft Technical Log Book; Pilot Voyage Report (at the end of the last flight); Cabin Defect log Book; Operational Flight Plan or Fuel Planning & Navigation /Computer Log with the signature to validate it; Engines Monitoring Log (if applicable); Cat II/III Approach Form.
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8.2.3 Procedures for the Refusal of Embarkation The aeroplane Commander has the statutory authority to refuse entry to his aeroplane of anyone whose presence in flight could represent a hazard to the safety of the aeroplane or its passengers. Such persons may include those suspected of being under the influence of alcohol or drugs to the extent that the safety of the aeroplane or its occupants is likely to be endangered or of suffering from any form of mental or physical illness which could put the remaining passengers at risk. In the case of known or declared illnesses, refer to proper paragraph within this chapter. In order to assist the Commander in the proper exercise of his authority, all company personnel engaged in passenger handling and loading, including other Crew members, handling agents and check-in personnel, should alert the Commander if at any time they consider that the condition of particular passengers could jeopardise the safety of a proposed flight. If difficulty is encountered in dealing with such passengers, particularly those who may require physical restraint, the assistance of the aerodrome, or local police should be requested. 8.2.3.1 Unruly Passengers 8.2.3.1.1 Classification Generally Unruly Passengers can be classified into the following main categories: - those who behave abusively or disruptive in a general sense; - those who repeatedly disregard the instructions of the crew; - those who strictly refuse to follow the company regulations (non-smoking, use of electronic equipment, etc); - intoxicated passengers (i.e. those who engage in excessive/problematic use of psychoactive substances like alcohol or drugs). 8.2.3.1.2 General Policy Unruly or drunken behaviour at check-in, at the gate, in lounges or on board the aircraft conflicts with Air Italy goal to be a safe and secure airline and lowers the level of customer satisfaction felt by other passengers. It also places additional and often unacceptable burdens on Crew Members and ground staff. As a general policy, therefore: - any physical or verbal assault by passengers on Air Italy employees will not be condoned; - any disorderly or drunken behaviour by passengers or any person on board Air Italy aircraft will not be condoned. - crews and ground staff should take reasonable steps to prevent disruptive and drunken behaviour and, where necessary, to deal with it as effectively as practicable including refusal of carriage of passengers who have the potential for creating disturbances on board the aircraft and who therefore could endanger the flight safety or any person. - Air Italy will assist and support Crew Members and ground staff who are required, after an incident, to give witness statements to the police or to appear in court proceedings when passengers are prosecuted. - To provide appropriate training to crew and ground staff in dealing with conflict and its aftermath. - To deny future carriage to abusive passengers who remain a threat to employees or the company. 8.2 GROUND HANDLING INSTRUCTIONS
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The above policy can only effectively be implemented if all staff are fully aware of their rights and responsibilities, if they receive appropriate guidance and training and are provided with the necessary tools to enable them to carry out responsibilities. Prevention of a disturbance should be the main aim of any education programme and should be the concern to all staff who comes in contact with our customers. Special Policy Alcohol and Drugs. - General Drunken passengers are a danger to themselves and others when on board the aircraft, especially in the event of an emergency situation. It is the responsibility of passengers not to be drunk or get drunk on the aircraft. Air Italy has therefore established a policy in regard to drunken passengers (see page policy). - Boarding A passenger who boards an Air Italy aircraft when drunk conflicts with our goal to be a safe and secure airline and lowers the level of customer satisfaction felt by other passengers. General Conditions of Carriage entitle to refuse travel. Air Italy will therefore support all crews and ground staff who deny boarding to drunken passengers. - Passengers under the age of 16 Alcohol must never be served to any passenger under 16. This rule applies even when the child/young/adult is travelling with its parents or an adult and that parent or adult has requested that alcohol should be served. Air Italy will therefore support crews enforcing this rule. - Drunkenness on board the aircraft Often disruptive incidents and assaults on board are caused by excessive drinking. It is therefore important that crews should exercise discretion in serving alcohol to passengers who appear to be near the limits of drunkenness. If there is any doubt in the minds of Cabin Crew they should act on the side of caution and tactfully refuse to serve the passenger with more drinks. When in doubt, cabin staff should refer to the Commander for guidance and the Commander must be informed immediately if a passengers behaviour threatens flight safety or the safety of other passengers or the crew. - Removal of drink The crew may, at the absolute discretion of the Commander, remove alcohol (including the passengers duty free) for safe custody. This should only be done where safety would be compromised if the passenger retained the alcohol and any duty free must be returned when the passenger leaves the aircraft. - Drugs The use of drugs is not allowed on board of Air Italys aeroplanes. It must be kept in mind, however, that safety of passengers, crew and aeroplane itself is the main important thing. - No alcohol in the cockpit Alcohol must never be taken into the cockpit except in a sealed bottle. 8.2.3.1.3 Legal Aspects A General Conditions of Carriage of Passengers and Baggage Commander may refuse carriage or onward carriage of any passenger if, in the exercise of his reasonable discretion, the Commander finds it necessary: for reasons of safety, or 8.2 GROUND HANDLING INSTRUCTIONS
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in order to prevent violation of any applicable laws, regulations, or orders of any State or country to be flown from, into or over, or because the conduct, age, or mental or physical state of the passenger is such as to: - require special assistance of Air Italy, or - cause discomfort or make himself objectionable to other persons or to property, or - involve any hazard or risk to himself or to other persons or to property, or because the passenger has failed to observe the instructions of Air Italy. B Toky o Convention The Tokyo Convention comes into effect as soon as doors are closed. 1. The aircraft Commander may, when he has reasonable grounds to believe that a person: - has committed, or is about to commit, on board the aircraft, an offence, or - acts which, whether or not they are offences, may or do jeopardise the safety of the aircraft or of persons or property therein or which jeopardise good order and discipline on board. Impose upon such person reasonable measures including restraint, which are necessary: to protect the safety of the aircraft, or of persons or property therein, or to maintain good order and discipline on board, or to enable him to deliver such person to competent authorities or to disembark him in accordance with provisions of the Tokyo Convention. (see OM G.B. 10.1.) 2. The aircraft Commander may require or authorise the assistance of other Crew Members and may request or authorise, but not require, the assistance of passengers to restrain any person whom he is entitled to restrain. 3. Any Crew Member or passenger may also take reasonable preventive measures without such authorisation when he has reasonable grounds to believe that such action is immediately necessary to protect the safety of the aircraft, or persons or property therein. 4. The aircraft Commander may: - in so far as it is necessary for the purpose of the above Sub-paragraph, disembark in the territory of any State in which the aircraft lands any person who he has reasonable grounds to believe has committed, or is about to commit on board the aircraft an act contemplated in Sub-paragraph above. - deliver to the competent authorities of any Contracting State (Tokyo Convention) in the territory of which the aircraft lands any person who he has reasonable grounds to believe has committed on board the aircraft an act which, in his opinion, is a serious offence according to the penal law of Italy. Note: Under Italian law the Commander has the power to restrain a person only if the person becomes unruly after the external doors have been closed following embarkation. Therefore, if, when the aircraft is on the ground in Italy, a passenger is unruly, or shows that he is about to become unruly, before the doors have been closed, the Commander has no special powers to restrain the passenger. However, the 8.2 GROUND HANDLING INSTRUCTIONS
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passenger may of course be disembarked at that airport. If the passenger refuses to leave the aircraft, the Commander should not use force but should call for police assistance to have the passenger removed. If the offence were to take place on an Italian controlled aircraft before the doors were closed while the aircraft was at a foreign airport, the Commander would similarly almost certainly have the Power to disembark the passenger. 8.2.3.1.4 Assault by Passenger on Crew Members In the event that a Crew Member is physically or verbally assaulted by a passenger, he/she should: - complete the Passenger Disturbance Report(PDR); - report the assault to the Commander who will request for Police/Security to meet the aircraft on arrival; - refer the matter to Police/Security to meet the aircraft; - initiate legal procedures. Sometimes the Police/Security Authorities may not wish to take legal action against the offender. Crew desiring to institute legal proceedings should initiate the following course of action: - lodge a police report immediately after incident and, if possible, obtain copy of the report;. - The Commander should act as the companys representative and accompany the Crew Member to assist in filing the report. The Senior Cabin Crew should be present if any Cabin Crew member is involved; - at stations abroad, the Station Manager or a Senior member of his staff will assist the Commander and the Crew Member involved in their dealings with the Police and/or local authorities;. - Inform Security via the Operations Room immediately, if necessary by Acars , Telex, Fax, Phone. Security will advise the F.O.P.H., who will then take the proper actions to assist the crew member in the proceedings, assuring Legal Assistance if necessary. Besides criminal proceedings, it is open to the employee to pursue a civil action for the assault. 8.2.3.1.5 Handling Procedures for Unruly Passengers A Pre-Flight During pre-flight, several possibilities exist for staff to recognise the potential troublemaker. These include check-in, the lounges and the boarding gate. Given the emphasis during this phase on prevention training is being provided to ground staff in ways to avoid or prevent a violent situation so that it will not be transferred to in-flight. Initial action to refuse carriage will normally be taken by the Duty Manager, or the Senior staff member present, who must exercise discretion whether to: - exclude the unruly passenger from the flight and make a record in the daily log and advice Security immediately. - confer with the Commander to decide on the appropriate course of action if allowing the passenger to travel is being considered and inform Security accordingly. Station Managers have clear guidelines on the correct procedure to be followed when this course of action is considered appropriate. Once a passenger has been identified as a potential troublemaker, and the decision is made not to refuse carriage, the Senior Cabin Crew must be informed so that special attention can be given. B In-Flight Cockpit Crew. 8.2 GROUND HANDLING INSTRUCTIONS
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Aircraft Commanders should be thoroughly familiar with the powers bestowed on them by the Tokyo-Convention and these powers should be exercised whenever warranted. The company will give the Commander full backing anytime these powers are legally used. Anytime the Commander considers that a passengers behaviour jeopardises the safety of the aircraft or persons on board, he should decide on necessary actions. The Commander should, as early as possible after incident, communicate to OCC his decision and action taken. OCC will inform the FOPH, the Duty Officer Security and the Station Manager at station of arrival. Early communication of the Commanders decision is essential to allow competent personnel to determine the best course of action when aircraft lands. A Passenger Disturbance Report form the basis of a formal complaint on arrival and a copy shall be handed over to the authorities. Cabin Crew If at any time, a Cabin Crew notices unusual behaviour on the part of a passenger, the Senior Cabin Crew must be advised. If a passengers behaviour result from the non-observance of a legal requirement, than the Senior Cabin Crew is to clearly advise the passenger of the regulation. The passenger is to be left in no doubt as to legal requirements if this exists. Act according the following levels, after discussion with the Commander: - The Commander should be informed whenever possible before any action is taken with problem passengers in the cabin and kept informed of all developments; - Verbal warning to passenger (same wording as on written notice to passenger); - Complete a Disturbance Report. Remember Commanders signature. - The authorities will be called to meet the passenger at the arrival station for positive identification of the passenger. C Arrival Post Flight Ground Services/Security The support that can be expected from ground services and security staff at the arrival station will depend on local set-up. Advice on what assistance to expect at each station must be made available to Commanders immediately. Some situations could be judged by the Commander to be serious but may not warrant a formal complaint to local authorities. However, the mater shall be reported to the Flight Operations Department to follow up action either verbal or in the form of a letter to the customer considered. D Written Statements The Senior Crew Member should obtain statements or whatever evidence from other passengers about the incident. Details of witness names and addresses should be noted. Other details which will be useful to the Police will be aircraft registration, Commanders name, aircraft position and time of incident, name, nationality (if available) and details of the journey of the unruly person (appropriate Form in Appendix C). Notify destination station and Security immediately. The Commander should notify the station of arrival as well as Ops Room of the situation on board, requesting for the Police and an Air Italy representative to meet the aircraft on arrival. E Additional Consideration Signatory countries to the Tokyo-Convention are obliged to take custody of such passengers. The Commander has the obligation to deliver evidence and information to the authorities at the point of landing. The Commander, any Crew member and any passenger are relieved from responsibility in any proceeding for necessary and reasonable action taken in accordance with the Tokyo-Convention. Measures which are 8.2 GROUND HANDLING INSTRUCTIONS
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unnecessary for the purposes outlined, will not entail immunity. Under the law, a physical or verbal assault can only take place against an individual, not against a corporation. This is the reason why a Crew member must report and initiate legal action. A Crew member, who has been assaulted, has the right to file an individual civil or criminal complaint against the offender or offenders. However, utmost consideration must be given to the possible consequences before initiating any complaint. Assistance is available beforehand through Security and the Legal Personnel. F Procedures on Ground (Hand-over to Police) Upon arrival, the Commander shall make a Public Announcement, requesting all passengers to remain seated. The Senior Cabin Crew will co-ordinate with the Commander to identify the unruly passenger to the authorities. Air Italy ground staff are to ensure that Police/Security personnel meet the aircraft on arrival. When Police assistance arrives at the aircraft, the Commander should communicate with them using a form of words which approximates the following: It is alleged that an incident has occurred on this flight, threatening the safety (or good order and discipline) of the flight and I wish you to investigate it. The following persons were present at the incident The Commander should make a Police report and also make available to the Police the written notes and details from witnesses. It must be noted that whenever law enforcement officers are called to meet the flight, written statements will be taken on arrival and crew may be interviewed. If the incident had occurred and been reported outside Italy, it must be reported by the Commander to Security immediately. A violent or unruly passenger may be disembarked in any country where the aircraft lands: irrespective of whether the passenger is a Foreign or Italian. However, the Commander must report any disembarkation and the reason of it: - to the appropriate authority in the country of disembarkation and, - to the appropriate diplomatic or consular office of the passenger concerned (if nationality is known) and Italian diplomatic or consular office. If the Commander, having taken all reasonable steps, is unable to make the report, then Senior member of the Air Italy ground staff should be asked to ensure that the report is made. If the Commander believes the passenger has committed a serious offence under the law in force in Italy, he may deliver that person and give notice before or as soon as reasonable after landing, of the delivery and the reason for it: - in Italy to a Police Officer of the airport police or in any other country which is a Tokyo-Convention country to an officer having similar functions. - in either case to the appropriate diplomatic or consular office of the country of nationality of that person (if known). A Passenger Disturbance Report must be completed (see Annex C). 8.2.3.1.6 Ground Procedures for Handling of Unruly Passengers Under Air Italys conditions of carriage, the carrier may refuse carriage of any passenger for reasons of safety or if, in the exercise of its reasonable discretion, the carrier determines the conduct or physical state of the passenger is such as to: - cause discomfort or make himself/herself objectionable to other persons or to property, or - involve any hazard or risk to himself/herself or to other persons or to property. A Check-in/Boarding During check-in or in the lounge or at the boarding gate the following procedures must be observed: 8.2 GROUND HANDLING INSTRUCTIONS
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Staff shall report any observation of unusual passenger behaviour at check-in, in the lounges or at the boarding gate to the Superior. The baggage of such passenger must be checked in on standby basis. The baggage of a transfer passenger with unusual behaviour shall be put on stand by as well. The Superior is to approach the passenger and assess the situation and if in his/her opinion the passenger is unfit for travel, inform the duty Manager or Station Senior. The Duty Manager or Station Senior is empowered to exclude any passenger from the flight in accordance with the companys conditions of carriage and his/her action will be fully supported by the Management. Should a passenger be excluded from the flight, the following procedures must be observed: - Local authority should be informed to stand-by at the counter or boarding gate, if necessary. - If a passenger is offloaded, the passengers baggage must be offloaded and amendment made to the checkin records and relevant on-board documents. - Return uplifted tickets and airport tax (if applicable) to the passenger. - If necessary, assist the passenger to clear airport formalities. - If necessary, assist in hotel accommodation or transportation for the passenger and ensure any expenses are put on the passengers own account. - Send a potential complaint report to Security for follow up action and record the case in the station log with specific details of the passengers state, i.e. intoxicated, general abuse, etc. If the Duty Manager or Station Senior accepts the passenger for travel, the following procedures must be observed: - confer with the Aircraft Commander to decide for his final decision on the appropriate course of action; - the case should be recorded in the station log with specific details of the passengers state for further reference; - security to be informed accordingly. B After Boarding If the passenger is to be offloaded after boarding, the following procedures must be observed: the Commander will inform the ground staff or Duty Manager; the Duty Manager is to notify the local authority to stand-by at the gate, if necessary, to offload the passenger; offload passengers baggage and amendment is to be made to the check-in records and the relevant onboard documents; return uplifted tickets and airport tax (if applicable) to the passenger; if necessary assist passenger to clear airport formalities; if necessary, assist in hotel accommodation or transportation for the passenger. Expenses are on passengers own account. send a potential complaint report to Security by telex for follow up action and the case should be recorded in the station log with specific details of passengers state, i.e. intoxicated, general abuse, etc. C Arrival If during flight an unruly passenger is identified and action is necessary at the airport of arrival, the following procedures must be observed: 8.2 GROUND HANDLING INSTRUCTIONS
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the Commander will inform OPS, Duty Officer Security and the concerning station of arrival for the course of action to be undertaken on arrival. the Duty Manager or Station Senior is to notify the local authority to stand-by on arrival at aircraft-side. retrieve and return baggage to the passenger, if she/he is being detained by the local authority. Inform the Italian Embassy or Consular office and of the respective passengers nationality. if necessary, assist in hotel accommodation or transportation for the passenger and ensure that any expenses are on the passengers own account. Send a potential complaint report to Security by telex for follow up action and record the case in the station log with specific of the passengers state, i.e. intoxicated, general abuse, etc. 8.2.3.1.7 Passenger Disturbance Report A Level 1, 2 and 3 definitions LEVEL 1 Passenger received a verbal warning because of disturbing behaviour. Passenger stops disturbance no other action needed. LEVEL 2 Passenger behaviour becomes illegal. The Senior Cabin Attendant fills out the Level 2 part of the disturbance report and the tear off part from the bottom is handed to the passenger (check report language). Remember Commanders signature. LEVEL 3 Passenger stills continuous illegal behaviour. The Senior Cabin Attendant fills out the Level 3 part of the disturbance report. The authorities will be called to meet the passenger at the end of the flight for a positive identification of the passenger. B Distribution Original to Passenger Copy to Authorities Copy to Security via Co-mail Copy to Station line Copy to Crew Member C Storage The passenger Disturbance Report Form (PDR, reported in the Appendix section) is to be found in the Form Folder in the Cockpit. 8.2.4 De-icing and Anti-icing on the Ground 8.2.4.1 Responsibilities Is Air Italy policy to strictly adhere to the Clean Aircraft Concept (see definitions below).A Commander will not take-off if there is any frost, ice or snow adhering to any of the critical surface of the aircraft. A Commander will not commence a flight nor intentionally fly into expected or actual icing conditions unless the aeroplane is certified and equipped to cope with such conditions. Air Italys aircraft are equipped to operate in icing conditions as for EU OPS 1.675. Flight crew, should icing conditions being encountered during flight, apply the procedures and limitations reported in OPS Manual part B (FCOM).
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8.2.4.2 General The information and guidance in this section is an outline of the general precautions which must be taken during operation in cold weather conditions. Specifically, Company operated aircraft are to be de-iced and anti-iced in accordance with the procedures defined and listed in the AOM and Maintenance Manuals. It is expected pilots will familiarise themselves with the contents of this section of this Manual and with the relevant sections of the OM Part B and C (AOM and Route Manual). Pilots must be aware that any deposit of frost, ice, snow or slush on the external surfaces of an aeroplane may drastically affect its flying qualities because of reduced aerodynamic lift, increased drag, modified stability and control characteristics. Furthermore, freezing deposits may cause moving parts, such as elevators, ailerons, flap actuating mechanism etc., to jam and create a potentially hazardous condition. Propeller/engine/APU/ systems performance may deteriorate due to the presence of frozen contaminants to blades, intakes and components. Also, engine operation may be seriously affected by the ingestion of snow or ice, thereby causing engine stall or compressor damage. In addition, ice/frost may form on certain external surfaces (e.g. wing upper and lower surfaces, etc.) due to the effects of cold fuel/structures, even in ambient temperatures well above 0C 8.2.4.3 Icing Conditions Icing conditions exist when: On ground: A. the OAT on the ground 10 C (50F) or below; and B. visible moisture in any form is present (such as clouds, fog with visibility of one statute mile or less, rain, snow, sleet, ice crystals) or there is standing water, slush, ice or snow on the ramp, taxiways or runways. In flight: A. the TAT is 10 C (50F) or below and B. visible moisture in any form is present (such as clouds, fog with visibility of one statute mile or less, rain, snow, sleet, ice crystals) 8.2.4.4 Ground Precautions Operations Manual, part B and C, (AOM and Route Manual) reports information about this topic and must be known in order to have a better understanding of the subject. The commander is responsible to ensure that all frost, ice and snow is removed from the critical surface prior to flight. Care must be taken to clear any snow or slush, from control surface shroud gaps, balance panel areas, engine and turbo-compressor inlets, wheel wells and static ports. If snow in these areas melts, subsequent freezing can interfere with their functions, particularly control surface movements. If there is any doubt a close inspection should be made, using a ladder if necessary followed by a full control check. Frost, ice and snow must be removed from critical surfaces including the engine intake. When Take-Off is delayed the Commander must verify that the surfaces remain free of further deposits. It is possible for tyres to retain enough heat to melt snow or ice on the ramp which then refreezes in a short period of time. When a tyre is frozen to the ramp enough distortion can take place to break the seal at the rim and cause partial deflation of the tyre. After de-icing, the Commander is responsible for and must verify that the aircraft is free of snow or ice contamination, before start up or push back. 8.2 GROUND HANDLING INSTRUCTIONS
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When frozen precipitation is falling, de icing should take place so that the time between the de-icing and takeoff is kept to a minimum never exceeding the Hold Over time (see below and appendix section). The critical surfaces must be free of contamination at the time of take off. If because of long taxi times or other delays to departure, the critical surfaces cannot be assumed to clean, they must be inspected. If necessary a return to the ramp should be made in order to do so. If conditions warrant it, the departure should be delayed until conditions improve. During taxi in icing conditions, engine anti-icing should be used as prescribed in the AOM. Taxing close behind another aircraft should be avoided as this may cause adherence of ice on the wing leading edges and engines. At en-route stops where no fuel has been uplifted, the temperature of the fuel remaining in the tanks is often below the freezing temperature of water. If it is raining, water can run down the underside of the wing and will freeze in the area of the fuel tanks. A considerable thickness of ice may form in this manner and may require removal before departure. Dripping water or liquids from water supply systems, toilets, blocked drains or vents may freeze on the ground or in the air. Pilots should be alert on this problem and during preflight inspection should check closely for dripping, leakage, ice built-up and blocked drains or vents. Therefore all this area must be checked and verified clear of any kind of contamination 8.2.4.5 Definitions and procedures 8.2.4.5.1 Contamination Contamination in this context is understood as all forms of frozen or semi-frozen moisture such as frost, snow, slush, or ice. 8.2.4.5.2 Contamination check Check of aeroplane for contamination to establish the need for de-icing. 8.2.4.5.3 Hoarfrost A rough white deposit of crystalline appearance formed at temperatures below freezing point, it usually occurs on exposed surfaces on a cold cloudless night. It frequently melts after sunrise. If it does not, an approved de-icing fluid should be applied in sufficient quantities to remove the deposit. Generally, hear frost cannot be cleared by brushing alone. 8.2.4.5.4 Thin Hoarfrost Thin hoarfrost is a uniform white deposit of fine crystalline texture, which usually occurs on exposed surfaces on a cold and cloudless night, and which is thin enough to distinguish surface features underneath, such as paint lines, marking or lettering. 8.2.4.5.5 Rime A rough white covering of ice deposited from fog at temperatures below freezing point. As the fog usually consists of super-cooled water drops, which only solidify on contact with solid object, rime may form only on the windward side or edges and not on the surfaces. It can generally be removed by brushing, but when surfaces as well as edges are covered it will be necessary to use an approved de-icing fluid. 8.2.4.5.6 Glaze Ice or Rain Ice A smooth coating of clear ice formed when the temperature is below freezing point and freezing rain contacts a solid surface - can only be removed by de-icing fluid. 8.2 GROUND HANDLING INSTRUCTIONS
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Hard or sharp tools should not be used to scrape or chip the ice off as this can result in damage to the aircraft. 8.2.4.5.7 Clear Ice A coating of ice, generally clear and smooth, but with some air pockets. It forms on exposed objects, the temperature of which are at, below or slightly above the freezing temperature, by the freezing of super-cooled drizzle, droplets or raindrops. 8.2.4.5.8 Snow Dry Snow (normally experienced when temperatures are below freezing) can be brushed off easily whilst Wet Snow (normally experienced in temperatures above freezing) is more difficult to remove. Attempts to brush off wet snow are normally not entirely effective so deicing fluid is almost always used in this situations De-icing or anti-icing fluid may become diluted if precipitations continues to fall after the spry procedure. Hold over charts should be consulted and if there is any doubt about the effectiveness of the fluid the take off should be delayed nand the critical surfaces de-iced and/or anti-iced, as applicable. 8.2.4.5.9 Removal of Frost, Ice or Snow Both types of snow can be removed from the fuselage of a large aircraft by using a long soft rope with a man at each end see-sawing the rope along. This should be done before the aircraft interior is heated to avoid the possibility of melting snow re-freezing as it runs down the side of the fuselage. Snow can also be removed from the wings and tail plane by using long handled brooms but, whenever possible, the direction of brushing should be away from control gaps and hinges to prevent snow packing into these areas. It is emphasised that it is not sufficient to treat the control surfaces only. Control of the aircraft may be seriously affected by any residual irregularities on partially cleared surfaces or by any lack of symmetry if some parts are thoroughly cleared and others not. The fuselage, wings and tail-plane should therefore be treated as well as the control surfaces. 8.2.4.6 CLEAN AIRCRAFT concept The clean aircraft concept means no snow, frost, ice or any kind of contamination on any critical aircraft surface of the aircraft. This include: the wings, control surfaces, rotors and fan blade, propellers (if applicable), horizontal stabilizers, or any other stabilizing surface of the aircraft (in case of a rear mounted engine, includes the upper surface of the aircraft) also vents, probe, landing gear, antennas and all cavities. 8.2.4.7 De-Icing/Anti-Icing The most common de-icing technique uses FPD (Freezing Point Depressant) fluids - all are of the Ethylene Glycol family - to aid the de-icing process and to provide a protective film of FPD to delay formations of frost, snow or ice. Because of the many variables involved, quantitative judgements of the time available between the ground de-icing process and Take-Off cannot be reliably made. It should be noted that pure glycol will freeze at warmer temperatures than when mixed with water. Pure glycol should therefore not be used in non-precipitation conditions. Either hot or cold FPD fluids are acceptable. Heated fluids are more effective in the de-icing process. Unheated fluids generally have a longer effectiveness when used for anti-icing purposes. Once it has been determined through pre-flight inspection that the aircraft is clean and adequately protected, Take-Off should be performed as soon as possible. This is 8.2 GROUND HANDLING INSTRUCTIONS
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particularly important in conditions of precipitation or high relative humidity. Just prior to Take-Off, a visual pre Take-Off inspection should be made by the flight crew, and a decision whether or not to take off made by the Commander. To summarize Anti-Icing is a precautionary procedure that provides protection against the formation of frost or ice and the accumulation of snow on treated surfaces of an aircraft for a period of time; while "De-Icing" - is a procedure by which frost, ice, or snow is removed from the critical surfaces of an aircraft in order to render them free of contamination. During the entire procedure the Flight Deck Crew must remain in two way communication with the AEY tech. personnel or approved personnel on outstation base. The Flight Crew must report to the ground personnel the completion of the check before the de/anti icing procedure. Then the ground personnel is responsible for checking the progress of the operations and that at the end all surface are clear of any contamination. THE CLEAN AIRCRAFT CONCEPT IS ESSENTIAL. 8.2.4.7.1 Fluid Types Type I de-icing fluids have a glycol base with corrosion inhibitors. Certain de-icing fluids (Type II) in common use contain thickeners. When these fluids are applied concentrated and unheated for anti-icing purposes, a film of the fluid remains on the treated surface. 8.2.4.8 Pre-flight checks The commander of the aircraft is responsible to perform following checks, personally or delegated to the approved personnel*. A check of the aircraft during the pre-flight walk-around to determine if de/anti-icing is required Immediately following the de/anti-icing procedure a check of the aircraft critical surface is required to ensure that de/anti-icing process was effective. Normally this check is performed by the approved tech personnel that must report the result of the inspection via intercom to the commander. Immediately prior to take-off an inspection is required to ensure the critical surfaces remain free of contamination. Flight crew makes this check from the inside of the aircraft. Before performing the check the Wing Lights must be turned on if the operations are performed from sunset to sunrise. Particular care must be placed in observing the wing upper surface, leading edge and trailing edge area completely clear of any contamination. If anti-icing has been performed must also be verified the presence of the anti-icing fluid on the wing. A special check for the presence of clear ice caused by freezing rain or drizzle and/or cold-soaked fuel in the wing tanks, may be required during rain or high humidity conditions. This check should be performed by running a bare hand over the critical surface *These inspection can be performed by following personnel: 1. Pilot in command 2. A flight crew member of the aircraft who is designated by the pilot in command and with qualifications by the AEY tech and QAS dept. 3. A certified AEY tech personnel 4. A certified tech of other organization approved by applicable Authority. Al this personnel must have successfully completed the surface contamination program as reported on OM Part D.
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8.2.4.8.1 Procedures for Cabin Crew Anytime before commencing the take off run, a crew member of an aircraft observes that there is frost, ice or snow adhering to the wing of the aircraft, the cabin crew must immediately report that observation to the pilot in command, and the pilot in command or a flight crew member designated by the pilot in command must inspect the wings of the aircraft before takeoff. If any doubt arise a new Anti/de-icing treatment is required. This procedure is not intended as a substitute of the pre-flight check in the paragraph above. 8.2.4.8.2 Fluid Types use Refer Appendix B1 8.2.4.8.3 Fluids Applied Cold The fluids listed below are applied cold and are intended mainly for removing light deposits of frost and ice from underwing areas. On occasions when the fluids detailed above are not available, the fluids mentioned below may also be used in an emergency for cold de-icing: A. Kilfrost R328; B. Aeroshell Compound 7; C. BP Aero De-icing 2; D. Esso DTD 406A; E. Any other available fluid to specification DTD 406A. CAUTION. These alternative type II fluids are inflammable Engines must not be running and the APU must be switched off if spraying surfaces other than the under-surfaces of the wings. Before restarting, removal any residual De-icing fluid from the vicinity of the APU, paying particular attention to inlet and exhaust areas. When applied cold these fluids are effective in removing deposits of frost, ice or snow. However, minimal protection against re-freezing is provided and a visual check is required immediately prior to Take-Off. No De-icing fluid other than those listed above may be used without the prior approval of the Chief Engineer. 8.2.4.8.4 Precautions when De-Icing A. any trace of compound on flight deck windows must be removed prior to departure, particular attention being paid to windows fitted with wipers (Kilfrost ABC can be removed by rinsing with clean water or WWF de-icing fluid and a soft cloth). Do not use windscreen wipers for this purpose. In addition, any forward area from which compound may blow back onto windscreens during taxi and Take-Off must be clean prior to departure; B. all doors and windows must be closed to prevent interiors and upholstery becoming soiled; C. undercarriage and wheel-bays must be kept free from build up of slush or ice; D. when sweeping ice, snow or slush from aircraft surfaces, care must be taken to prevent it entering and accumulating in auxiliary intakes or control surface hinge areas. Therefore, snow should be swept from wings and stabiliser surfaces FORWARD towards the leading edge, and from ailerons and elevators BACK towards the trailing edge; E. all reasonable precautions must be taken to minimise fluid entry into engines and other intakes; 8.2 GROUND HANDLING INSTRUCTIONS
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engines may be running during de-icing operations (assuming fluids from the alternative list above are not used) but must be slow-running and in the case of the APU, the APU bleed air selected off; G. de-icing fluid must not be directed into the orifices of pitot heads, static vents or directly onto airstream direction detector probes/angle of airflow sensors; H. de-icing solution should not be sprayed directly onto hot brakes, wheels, exhaust stacks or thrust reversers; I. the aircraft must be sprayed symmetrically. That is, both wings and tailplanes must be treated and not one side only; J. on vertical surfaces spraying should start at the top to allow the fluid to run down the surface. When de-icing the fuselage a wide angle spray should be used to reduce splash off and to cover a large area with each sweep; K. fluids should not be directed onto windows as some formulations can cause crazing of acrylics or penetrate the window sealing; L. care should be taken during push back and start up procedures that engines are not started in such a position that snow can be blown onto adjacent aircraft or can be blown onto the aircraft by other aircraft manoeuvring in the vicinity; CAUTION. Under freezing fog conditions, it is necessary for the rear side of the fan blades to be checked for ice build up prior to start up. Any deposits discovered are to be removed by directing air from a low flow hot air source such as a cabin heating unit onto the affected area. WARNING. Under certain meteorological conditions de-icing and/or anti-icing procedures may be ineffective in providing sufficient protection for continued operations. Examples of these conditions are freezing rain, ice pellets and hail, heavy snow, high wind velocity, fast dropping OAT or any time when freezing precipitation with high water content is present. No Holdover Time Guidelines exist for these conditions. A visual inspection prior take off is required, if any doubt arise its Commander responsibility to delay the flight until this meteorological conditions does not exist anymore. 8.2.4.9 Hold Over Times (HOT) Holdover time is the estimated time for which anti-icing will prevent rime, ice or snow from forming or accumulating on the surfaces of the aircraft under average weather conditions. In view of the many variables involved, extreme caution must be used. Estimates of hold-over time under various conditions are given in the Appendix section. These are guidance only and should be considered as maximum reliable times in the conditions given. Always bearing in mind that the Hold Over time tables give two value, a minimum and a maximum. After the minimum time is expired, if a precipitation conditions exist a visual inspection from the flight deck (wiper and windshield) is not sufficient anymore, visual inspection as detailed in 8.2.4.5.10 must be performed provided the maximum time is not expired. For further detail regarding the HOT refer to Appendix section of this manual. 8.2.4.9.1 Hot Water De-icing Hot water de-icing (HWD) is now available for use at some airports. Using this process, deposits of snow and ice on aircraft are removed by the use of hot water only, i.e. the water is not mixed with the freezing point depressant. When all ice is removed the aircraft is then given an overspray of 50/50 water glycol as an anti-ice precaution. The advantages of HWD over the traditional use of waterlglycol mixtures are: 8.2 GROUND HANDLING INSTRUCTIONS
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A. decreased wash-out of aircraft lubricants and therefore less corrosion; B. improved working conditions for ground staff; C. reduced adverse impact on the environment. D. Furthermore, water has the advantage of slightly higher specific heat. That is, pure water will contain and deliver per unit of weight more heat than would a water/glycol mixture of the same temperature. 8.2.4.10 Responsibility 8.2.4.10.1 Maintenance The maintenance person responsible for dispatching the aircraft is responsible for ensuring that Operator de-icing/anti-icing procedures have been properly and fully applied prior to dispatch of the aircraft. The Commander, by-the-way, has the ultimate responsibility for determining that his aircraft is in a condition for safe flight and releasing the aircraft for service shall be satisfied that correct and complete de-icing/anti-icing has taken place and that the aircraft is fit for flight. When the Certifying Staff in available, he is responsible for all the formality that must be done. Whenever Certifying Staff is not available or cannot be present at the de-icing procedure, the Commander upon confirmation from Handling Company or through his own verification that the de-icing has been performed, will make sure that all the formality has been done. If the aircraft is not free from ice and snow, the Captain shall determine the requirements for de-icing and antiicing, based on the holdover times and outside temperature. 8.2.4.10.2 Commander The authority to decide whether de-/anti-icing of the aeroplane is necessary lies with the Commander. He determines the necessity for removal of frost, slush, snow or ice and orders the de-icing equipment via TEC or through the responsible ground staff. The Commander decides which aeroplane parts have to be de-/anti-iced, e.g. wings only, wings and tail or the complete aeroplane. He is responsible for calculating the Hold-OverTime (HOT) base on: HOT tables; actual weather conditions; applied type and mixture ratio of de-/anti-icing fluid. The decision regarding aeroplane acceptance after de-/anti-icing treatment rests with the Commander. He takes responsibility for the airworthiness of the aeroplane after confirmed completion of aeroplane de-/anti-icing. When the de-/anti-icing procedures is clearly required station manager and/or station engineer may decide to start the de-/anti-icing treatment. 8.2.4.10.3 Station Manager The station manager is responsible for the availability of personnel equipment and fluids. All action in connection with de-/anti-icing shall be co-ordinated with the station engineer and the flight crew. 8.2.4.10.4 Ground Staff The ground staff is responsible for the correct de-/anti-icing of the aeroplane. This must be performed according to Commanders instruction and the regulations published in the maintenance manual and in this Sub-section. The person responsible for the final check after de-icing is the station engineer, the station manager or a person designated by the handling agent.
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It is the responsibility of the spray operator or the authorised person releasing the aeroplane that the Commander be correctly informed regarding the performed de-/antiicing treatment. The communication of the anti-icing code to the Flight Crew confirms, that the check after de-icing/anti-icing was completed and the aircraft critical parts are free of ice, frost snow and slush. The de-/anti-icing procedure form shall be filled and presented to the Commander. One entry on TEC LOG is required and one page left on the ground. Note if deicing needs to be completed after doors have been closed, report on the TLB the expected starting time of the procedure and leave the page on ground, than complete the procedure according to TLB filling instruction on field n 34 note 2. 8.2.4.10.5 Communications It is stressed that a good communication between Flight Crew and Ground Staff during all phases of de/anti icing procedures is essential : Before aircraft treatment When aircraft is to be treated with the Flight Crew on board, the Flight and Ground Staff shall confirm the fluid to be used, the extent of treatment required, and any aircraft type specific procedure to be used. Any other information needed to apply the HOT tables must be exchanged. Use of anti-icing code As anti-icing code, has to be intended a code that univocally provides indication of the treatment the aircraft has received. This code provides the Flight Crew with the minimum details necessary to estimate a holdover time (HOT) and confirms that the aircraft is free of contamination. The procedures for releasing the aeroplane after the treatment should therefore provide the Commander with the anti-icing code. Examples - anti-icing Codes to be used (i) Type I at (start time) To be used if anti-icing treatment has been performed with a Type I fluid; (ii) Type II/100 at (start time) To be used if anti-icing treatment has been performed with undiluted Type II fluid; (iii) Type II/75 at (start time) To be used if anti-icing treatment has been performed with a mixture of 75% Type II fluid and 25% water; (iv) Type IV/50 at (start time) To be used if anti-icing treatment has been performed with a mixture of 50% Type IV fluid and 50% water. Note 1: When a two-step de-icing/anti-icing operation has been carried out, the anti-icing Code is determined by the second step fluid. Fluid brand names may be included, if desired (see Appendix B.1). After Treatment Before reconfiguring or moving the aircraft, the Flight Crew shall ensure to receive a confirmation from the Ground Staff that all de-icing and/or anti-icing operations are successfully complete and that all personnel and equipment are clear of the aircraft. 8.2.4.10.6 Centralised De-icing Centralised de-icing facilities now exist at a number of airports. They are approved for use on Operator aircraft. In respect of the use of these facilities, the following procedures apply: A. pre-departure checks will be completed in their entirety except for de-icing; B. aircraft will proceed to the de-icing area. 8.2 GROUND HANDLING INSTRUCTIONS
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Main engines will be kept at idling throughout the de-icing operation and APU air switched off; C. during de-icing all reasonable precautions will be taken to prevent de-icing fluid getting into the engines; D. the engineer in charge will ensure de-icing is completed and the all clear signal (thumbs up) will indicate to the Commander that the aircraft is fully de-iced and serviceable for Take-Off. For a centralised de-icing facility the following points should also be noted: windows need not be cleaned after de-icing; aircraft nose need not be cleaned after de-icing; covers and blanks must not be fitted; engine bleeds should be switched off; the flaps should not be operated; all windows and doors must be closed; the engines should be set and held at ground idle. 8.2.4.10.7 Aircraft De-iced Certification Engineer in charge of the de-icing facility is required to maintain a journal containing an individual certification by him for each aircraft that has been de-iced. This is completed prior to aircraft departure from the de-icing area, and shows aircraft registration, date and time. This certification also indicates that the correct materials and procedures have been used and followed during the de-icing operation. 8.2.4.10.8 Delayed Take-Off In the event of a delayed Take-Off or other special circumstances which might offset the de-icing clearance, it will continue to be the Commander's responsibility to call for such further protection as he considers necessary. If the Hold Over time is expired a new De/Anti-icing procedure must be performed, before that time is expired refer to the procedure detailed in 8.2.4.6 (Hold Over Times) 8.2.4.10.9 Passengers and cabin crew member information Before an aircraft is de-iced or anti-iced, the pilot in command of the aircraft will perform a P.A. (public address) informing the passengers and crew members about the procedure that is going to be performed 8.2.5 Airplane ground movement 8.2.5.1 Authority to taxi an aeroplane Is Air Italy policy that an aeroplane in his charge is not taxied on the movement area of an aerodrome by a person other than a flight crew member trained to do so (captain or in case of an airplane with nose wheel steering on the right side, co-pilot), unless that person, seated at the controls satisfy this requirement: Has been duly authorised by Air Italy and verified competent to; taxi the aeroplane; use the radio telephone; and has received instruction in respect of aerodrome layout, routes, signs, marking, lights, air traffic control signals and instructions, phraseology and procedures, and is able to conform to the operational standards required for safe aeroplane movement at the aerodrome.
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8.2.5.2 Push back and towing For push back and towing refer to the Ground Operation Manual for the instructions and limitations regarding the equipment while for normal procedures refer to OM Part B Vol 1.
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8.3 Flight Procedures ........................................................................................................ 1 8.3.1 VFR/IFR Policy ........................................................................................................ 1 8.3.1.1 General.............................................................................................................. 1 8.3.1.2 Policy .................................................................................................................1 8.3.1.3 VMC Clearances................................................................................................ 1 8.3.1.4 Restrictions on Acceptance of VMC Clearances ............................................... 2 8.3.1.5 Visual Approaches............................................................................................. 2 8.3.1.6 Noise Abatement Procedures ............................................................................ 3 8.3.1.6.1 Take-off ........................................................................................................ 3 8.3.1.6.2 Approach and Landing ................................................................................. 3 8.3.1.6.3 Limitations of Noise Abatement Procedures. ............................................... 4 8.3.1.7 Commencement and Continuation of Approach ................................................ 4 8.3.1.7.1 General ........................................................................................................ 4 8.3.1.7.2 Required Airborne Navigation Equipment .................................................... 6 8.3.1.7.3 Co-pilot Landing restriction........................................................................... 6 8.3.1.8 Runway Incursion Prevention Procedures......................................................... 6 8.3.2 Navigation Procedures ............................................................................................ 7 8.3.2.1 Compliance with State Regulations ................................................................... 7 8.3.2.2 Principles ........................................................................................................... 7 8.3.2.3 Standard Navigation Procedures and Precautions ............................................ 7 8.3.2.3.1 Take-off and Climb ....................................................................................... 8 8.3.2.3.2 Positioning to Final Approach....................................................................... 8 8.3.2.3.3 Descent and Approach................................................................................. 8 8.3.2.3.4 Stabilised Approach ..................................................................................... 8 8.3.2.3.5 Threshold crossing height and touchdown zone .......................................... 9 8.3.2.3.6 Climb Gradient ............................................................................................. 9 8.3.2.4 Navigation aids .................................................................................................. 9 8.3.2.4.1 Selection criteria........................................................................................... 9 8.3.2.4.2 Coverage of navigation aids......................................................................... 9 8.3.2.4.3 Identification ............................................................................................... 10 8.3.2.4.4 Inconsistency ............................................................................................. 10 8.3.2.4.5 Inadequate navigation and approach aids.................................................. 10 8.3.2.4.6 Irregularities during the flight ...................................................................... 10 8.3.2.5 Reporting ......................................................................................................... 10 8.3.2.5.1 Position Reports......................................................................................... 10 8.3.2.5.2 Notification of Irregularities......................................................................... 11 8.3.2.6 Navigational Accuracy ..................................................................................... 11 8.3.2.7 Off-Airway Flights ............................................................................................ 11 8.3.2.8 Position Fixes .................................................................................................. 11 8.3.2.9 In-Flight Procedures ........................................................................................ 11 8.3.2.9.1 Minimum Navigation Requirements ........................................................... 11 8.3.2.9.2 Failed or Downgraded Equipment .............................................................. 12 8.3.2.10 MNPS / ETOPS Navigation ........................................................................... 12 8.3.2.10.1 Minimum Navigation Performance System (MNPS)................................. 12 8.3.2.10.2 Extended Twin Engine Operations (ETOPS) ........................................... 12 8.3.2.11 Polar Navigation (Air Italy is not authorized for polar navigation)................... 12 8.3.2.12 Reduced Vertical Separation Minimum (RVSM) ............................................ 12 8.3.2.12.1 Aircraft Equipment For RVSM Operations................................................ 13 8.3 FLIGHT PROCEDURES
air italy
OPERATIONS MANUAL GENERAL BASIC 8 OPERATING PROCEDURES
A 8.3 ii 30 May 10
8.3.2.12.2 Practices And Procedures for Flights in RVSM Area............................. 13 8.3.2.13 Procedures for RNAV Operations ................................................................. 13 8.3.2.13.1 RNP 1 (P-RNAV) Operations Procedures (Not Applicable to Air Italy) .... 13 8.3.2.14 In-flight Re-planning ...................................................................................... 16 8.3.2.14.1 Diversion.................................................................................................. 16 8.3.2.14.2 ATC Clearance ........................................................................................ 16 8.3.2.14.3 Cabin Crew and Passengers Information ................................................ 17 8.3.2.14.4 Notifying Company. ................................................................................. 17 8.3.2.14.5 Crew responsibility after landing. ............................................................. 17 8.3.2.15 Abnormal, Emergency or events of System Degradation procedures........... 17 8.3.2.15.1 Engine Failure ......................................................................................... 17 8.3.2.15.2 Uncontrollable Loss of Cabin Pressurisation ........................................... 18 8.3.3 Altimeter Setting Procedures ................................................................................ 18 8.3.3.1 Pressure Altimeters......................................................................................... 18 8.3.3.1.1 General Policy ........................................................................................... 18 8.3.3.1.2 Altimeter Setting Procedures ..................................................................... 18 8.3.3.1.3 Altimeter Discrepancies in Flight ............................................................... 18 8.3.3.2 Setting of radio altimeter. ................................................................................ 19 8.3.4 Altitude Alerting System Procedures..................................................................... 19 8.3.5 Ground Proximity Warning System (GPWS) Procedures...................................... 19 8.3.5.1 Deactivation .................................................................................................... 19 8.3.5.2 Activation ........................................................................................................ 19 8.3.6 Policy and Procedures for the use of TCAS/ACAS ............................................... 19 8.3.6.1 General ........................................................................................................... 19 8.3.6.2 Mode Selection ............................................................................................... 19 8.3.6.3 Operating Procedures ..................................................................................... 20 8.3.6.4 Reporting Requirement ................................................................................... 20 8.3.7 Policy and Procedures for In-flight Fuel Management.......................................... 20 8.3.7.1 General ........................................................................................................... 20 8.3.7.2 In-Flight Fuel Management Responsibilities ................................................... 20 8.3.7.3 Fuel Checks .................................................................................................... 20 8.3.7.4 Insufficient Fuel Remaining ............................................................................. 22 8.3.7.5 Priority and Emergency Fuel ........................................................................... 22 8.3.7.5.1 Priority Fuel ............................................................................................... 22 8.3.7.5.2 Emergency Fuel: Urgency Signal .............................................................. 22 8.3.7.5.3 Emergency Fuel: Distress Signal............................................................... 22 8.3.7.6 Fuel System Handling ..................................................................................... 22 8.3.7.7 Post Flight ....................................................................................................... 23 8.3.8 Adverse and Potentially Hazardous Atmospheric Conditions ............................... 23 8.3.8.1 Thunderstorms ................................................................................................ 23 8.3.8.1.1 SIGMET Warnings..................................................................................... 23 8.3.8.1.2 Thunderstorm Hazards .............................................................................. 23 8.3.8.1.3 Thunderstorm Avoidance - Limitations of Weather Radar ......................... 26 8.3.8.1.4 Procedures and Flying Techniques ........................................................... 27 8.3.8.1.5 Techniques ................................................................................................ 27 8.3.8.1.6 Take-Off and Landing Problems ................................................................ 29 8.3.8.1.7 Conclusions ............................................................................................... 29 8.3.8.2 Icing Conditions............................................................................................... 29 8.3.8.2.1 Influence of High Ground on Aircraft Icing ................................................. 30 8.3.8.3 Turbulence ...................................................................................................... 30 8.3 FLIGHT PROCEDURES
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A 8.3 iii 30 May 10
8.3.8.4 Wind Shear ...................................................................................................... 30 8.3.8.4.1 Definitions .................................................................................................. 30 8.3.8.4.2 Detecting Wind Shear ................................................................................ 31 8.3.8.4.3 Aircraft Performance in Wind Shear ........................................................... 33 8.3.8.4.4 MicroBursts ................................................................................................ 33 8.3.8.4.5 The MicroBurst Accident Prevention .......................................................... 34 8.3.8.5 Jetstream......................................................................................................... 38 8.3.8.6 Operations in Volcanic Ash.............................................................................. 38 8.3.8.6.1 Flight .......................................................................................................... 38 8.3.8.6.2 Ground ....................................................................................................... 39 8.3.8.7 Heavy precipitation .......................................................................................... 40 8.3.8.8 Sand Storms .................................................................................................... 40 8.3.8.9 Mountain Waves .............................................................................................. 40 8.3.8.10 Significant Temperature Inversions ............................................................... 41 8.3.9 Wake Turbulence .................................................................................................. 42 8.3.9.1 Vortex Effects on Aircraft ................................................................................. 42 8.3.9.2 Avoidance of Vortices ...................................................................................... 43 8.3.9.3 Wake Turbulence Categorisation..................................................................... 43 8.3.9.4 Wake Turbulence Separation .......................................................................... 43 8.3.9.5 Phraseology..................................................................................................... 44 8.3.10 Crew Members at their Stations .......................................................................... 44 8.3.10.1 Flight Crew.....................................................................................................44 8.3.10.2 Flight Crew Positions ..................................................................................... 44 8.3.10.3 Allocation of Flight Crew Duties ..................................................................... 45 8.3.10.4 Allocation of Duties in Emergency ................................................................. 45 8.3.10.5 Command Course.......................................................................................... 45 8.3.10.5.1 Initial command course from co-pilot to Commander: .............................. 45 8.3.10.5.2 Conversion course for Captain (type rating course). ................................ 46 8.3.10.6 Augmented Flight Crew ................................................................................. 46 8.3.10.6.1 Seating position........................................................................................ 46 8.3.10.6.2 Distribution of duties................................................................................. 46 8.3.10.7 Cabin Crew .................................................................................................... 46 8.3.11 Use of Safety Belts for Crew and Passengers..................................................... 46 8.3.11.1 Flight Crew.....................................................................................................46 8.3.11.2 Other Persons on Board ................................................................................ 46 8.3.11.3 Flight in Turbulence ....................................................................................... 46 8.3.11.3.1 Pre-flight Crew Briefing ............................................................................ 46 8.3.11.3.2 In-flight Crew Briefing ............................................................................... 47 8.3.11.3.3 Cabin Crew Action.................................................................................... 47 8.3.11.4 Flight Instruction ............................................................................................ 47 8.3.12 Admission to Flight Deck ..................................................................................... 48 8.3.12.1 Flight Deck Discipline and Distractions.......................................................... 48 8.3.12.2 Power to inspect ............................................................................................ 48 8.3.13 Use of Vacant Crew Seats/Crew Rest ................................................................. 48 8.3.13.1 Use of Vacant Flight Deck Crew Seats.......................................................... 49 8.3.13.2 Use by ID00 of Cabin Crew Jump Seats ....................................................... 49 8.3.14 Incapacitation of Crew Members ......................................................................... 49 8.3.14.1 General.......................................................................................................... 49 8.3.14.2 Detection ....................................................................................................... 50 8.3.14.3 Dealing with Incapacitation ............................................................................ 50 8.3 FLIGHT PROCEDURES
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A 8.3 iv 30 May 10
8.3.14.4 Cabin Crew Actions in case of Flight Crew member incapacitation .............. 51 8.3.14.5 Increment of Landing Minima ........................................................................ 51 8.3.14.6 Extra Considerations..................................................................................... 51 8.3.14.7 Policy ............................................................................................................ 51 8.3.15 Cabin Safety Requirements ................................................................................ 51 8.3.15.1 General ......................................................................................................... 51 8.3.15.2 Portable Electronic Device (PED) ................................................................. 52 8.3.15.2.1 Prohibited Devices................................................................................... 52 8.3.15.2.2 Other Devices .......................................................................................... 52 8.3.15.2.3 Company Video Walkman (if installed) .................................................... 53 8.3.15.2.4 Requirements .......................................................................................... 53 8.3.15.2.5 Interference ............................................................................................. 53 8.3.15.2.6 Notification ............................................................................................... 53 8.3.15.3 Pre-flight........................................................................................................ 54 8.3.15.4 In-flight .......................................................................................................... 54 8.3.15.5 Pre-Landing................................................................................................... 54 8.3.15.6 Post Flight ..................................................................................................... 55 8.3.15.7 Smoking in Aircraft ........................................................................................ 55 8.3.15.8 Unruly or Violent Passengers........................................................................ 55 8.3.16 Passenger Briefing Procedures........................................................................... 55 8.3.16.1 Passenger Information on Board................................................................... 55 8.3.16.1.1 Responsibility for Information .................................................................. 55 8.3.16.1.2 Co-ordination ........................................................................................... 56 8.3.16.1.3 Presentation of information...................................................................... 56 8.3.16.1.4 Procedures for Normal Operation ............................................................ 56 8.3.16.1.5 Procedures for Abnormal Operation ........................................................ 57 8.3.16.2 Routine Passenger Briefing........................................................................... 57 8.3.16.2.1 Normal briefings....................................................................................... 57 8.3.16.2.2 Demonstrations........................................................................................ 58 8.3.17 Procedures for aeroplanes operated whenever required cosmic or solar radiation detection equipment is carried ........................................................................... 59 8.3.18 Policy on the use of autopilot and auto throttle ................................................... 59 8.3.19 Overweight Landings .......................................................................................... 59 8.3.19.1 Overweight Landing with B-757/B-767.......................................................... 59 8.3.20 Companys Procedures and Techniques ............................................................ 60 8.3.20.1 Flight Deck Procedures. ................................................................................ 60 8.3.20.1.1 Crew briefing. .......................................................................................... 60 8.3.20.1.2 Onboard................................................................................................... 60 8.3.20.1.3 During Flight ............................................................................................ 61 8.3.20.1.4 After Landing ........................................................................................... 61 8.3.20.1.5 Flight Deck Safety Procedures ................................................................ 61 8.3.20.2 Normal Procedures and Techniques............................................................. 62 8.3.20.2.1 General.................................................................................................... 62 8.3.20.2.2 Pre-flight Procedures ............................................................................... 62 8.3.20.2.3 Take Off................................................................................................... 63 8.3.20.2.4 Flight Management. ................................................................................. 63 8.3.20.2.5 Standard procedures for Non Precision Approach. Approach, Landing and Go Around. .............................................................................................. 65 8.3.20.2.6 After Landing. .......................................................................................... 65 8.3.20.3 Non-normal/Emergency Procedures and Techniques................................... 66 8.3 FLIGHT PROCEDURES
air italy
A 8.3 v 30 May 10
8.3.20.3.1 General .................................................................................................... 66 8.3.20.3.2 Non-normal/ Emergency Procedures and Communications..................... 67 8.3.20.3.3 Catastrophic Situation .............................................................................. 67 8.3.20.3.4 Detailed Cabin/Cockpit Evacuation Procedures....................................... 67 8.3.20.4 Standard Communication .............................................................................. 69 8.3.20.4.1 General .................................................................................................... 69 8.3.20.4.2 Read-back and Reporting ........................................................................ 70 8.3.20.4.3 Confirmation of ATC clearances: ............................................................. 70 8.3.20.4.4 SSR Conspicuity (Transponder) Code ..................................................... 70 8.3.20.4.5 Clearances ............................................................................................... 71 8.3.20.4.6 Infringements ........................................................................................... 71 8.3.20.4.7 Communication with Emergency Services ............................................... 71 8.3.20.4.8 Use of VHF Comms Radios ................................................................... 71 8.3.20.4.9 Use of HF Comms Radio ......................................................................... 72 8.3.20.4.10 Wearing of Earphones............................................................................ 72 8.3.20.5 Lights. ............................................................................................................ 72 8.3.20.5.1 Navigation Lights...................................................................................... 72 8.3.20.5.2 Red Anti-collision lights ............................................................................ 72 8.3.20.5.3 Taxi lights. ................................................................................................ 72 8.3.20.5.4 Landing and other external lights ............................................................. 72 8.3.20.5.5 Heat from Flush Set Runway Lights ......................................................... 73 8.3.21 Cabin Crew safety Briefing .................................................................................. 73
8.3 FLIGHT PROCEDURES
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A 8.3 vi 30 May 10
air italy
A 8.3 1 30 May 10
8.3 FLIGHT PROCEDURES 8.3.1 VFR/IFR Policy 8.3.1.1 General Flights will be conducted under the following rules and only in exceptional circumstances will there be any departure from them. 1. The aircraft will be flown in accordance with all statutory requirements and rules relevant to the safe conduct of a flight, at all times. 2. Instrument departure and approach procedures established by the State in which the aerodrome is located will be used. However, a Commander may accept an ATC clearance to deviate from a published departure or arrival route, provided obstacle clearance criteria are observed and full account is taken of the operating conditions. The final Approach will be flown visually or in accordance with the established instrument approach procedure. Procedures different from those published may only be implemented by Air Italy if they have been approved by the State in which the aerodrome is located and also accepted by the AOC issuing Authority. 3. In respect of rules governing flight procedures, pilots are reminded that they, as licence holders, are required to be thoroughly familiar with the relevant laws, regulations and procedures of those States in which operations are conducted and which are pertinent to the performance of their duties. The company will make available route briefs to assist in this preparation and provide information in notices, as necessary. 4. It is the duty of all aircrew to acquaint themselves at the airfield of departure with all relevant amendments, corrections and alterations to existing flight rules and current navigational warnings. 5. Flights will not commence without carrying current maps, charts and associated documents or equivalent data to cover the intended operation including any diversion which may reasonably be expected. 6. The aircraft must be fitted with adequate instrumentation, communication devices and emergency equipment necessary for the requirements of the flight. 8.3.1.2 Policy Air Italy Policy is that all commercial flights will be conducted under IFR. Accordingly, an IFR Flight Plan will be filed for every flight with the exception of certain short non-revenue or ferry flights, which may be dispatched under VFR with approval from Flight Operations Post-Holder. If certain portions of a flight are carried out under VFR, to obtain or cancel an IFR clearance, flight crews must adhere to local regulations and procedures. Flight crews are required to maintain current and/or forecast weather information, as applicable, for the portions of the flight to be executed under VFR. It is also Air Italy policy that flights will be planned and operated into and out of controlled airspace and/or airports unless this is precluded by operational considerations (refer to OM A para 12.1.9.5 for details). The conditions under which a VMC clearance may be requested or accepted are described below. 8.3.1.3 VMC Clearances Non-cancellation of an IFR Flight Plan does not preclude the use of a clearance subject to maintaining VMC for a specified and limited portion of a climb, descent or approach phase of a flight. 8.3 FLIGHT PROCEDURES
air italy
A 8.3 2 30 May 10
8.3.1.4 Restrictions on Acceptance of VMC Clearances When offered a clearance subject to maintaining VMC the following procedures apply: 1. a VMC restriction should be neither sought nor accepted when the penalty of remaining under full control is insignificant; 2. a VMC restriction shall not be accepted when essential traffic is more than one aircraft; 3. a VMC restriction should not be accepted when the essential traffic is also a jet unless this aircraft has been sighted; 4. a VMC restriction during daylight can be accepted only when visibility and distance from clouds is such that adequate separation can be maintained. This requirement is therefore considerably greater than those established under Visual Flight Rules. 5. at night visibility must be unlimited and clouds non-existent in the airspace involved; 6. in accepting or seeking a VMC clearance restriction, account must be taken of such factors as flight visibility, sun position and cockpit work load - which must be such as to permit the best possible look-out to be maintained. Note: It is emphasised that, even in Controlled Airspace, ATC may not provide information on VFR traffic and that when operating on an IFR flight plan but maintaining VMC, the pilot in command is entirely responsible for collision avoidance. A good lookout should always be maintained. 8.3.1.5 Visual Approaches A Visual Approach can be performed when the runway can be maintained in sight until touchdown and it is possible to maintain VMC at all time. Therefore also traffic separation is responsibility of the crew. Note1: where shallow fog is reported but a visual approach is possible, the RVR must be in excess of 800m before such an approach may be commenced. Note2: there are no limitations to performing night visual approaches if the above conditions are satisfied When performing a visual approach, the Commander must take particular care in considering following aspects safety and passenger comfort; surrounding terrain and obstacle; meteorological conditions; lighting system available at the airport of destination; familiarity with the airport of destination; flight experience of the whole cockpit crew. Visual approaches following another traffic may be allowed provided that the pilot of the succeeding aircraft: reports he can maintain visual reference to the terrain and having the preceding aircraft in sight; and is instructed, and so cleared, to follow and maintain own separation from the preceding aircraft. Notes: in all cases, if adequate visual reference for landing is lost, the approach shall either be discontinued or converted to an instrument approach; pilots will review the missed approach procedure and path to be flown in the event that adequate reference is lost on a visual approach; 8.3 FLIGHT PROCEDURES
air italy
A 8.3 3 30 May 10
wake turbulence separation in relation to the immediately preceding aircraft rests with the pilot of the following aircraft; in any case, when the pilot reports to have lost the visual reference to the terrain and/or the visual reference to the preceding aircraft, the Controller will resume radar/non radar separation only after the pilot reports at a level, as instructed, consistent with the minimum radar vectoring altitude / minimum sector altitude for the provisions of the service. 8.3.1.6 Noise Abatement Procedures 8.3.1.6.1 Take-off Published Noise Abatement Procedures will be followed and departed from only on the instructions of ATC or where abnormal circumstances make such departure necessary in the interest of safety. Any deviations from published procedures must be reported immediately to the appropriate ATC unit. The Commander must submit a written report of any infringement to the permitted procedure which become the subject of an enquiry. In case noise abatement procedure is requested, the following (as per ICAO Doc 8168 vol. 1) must be used: Up to 1000 ft QFE: a. take-off power; b. take-off flaps; c. climb at V2 + 10/20 Kts IAS or as limited by body angle; at 1000 ft QFE: a. reduce thrust to not less than climb power/thrust; b. climb at V2 + 10/20 Kts IAS until reaching 3000 ft QFE; at 3000 ft QFE: a. accelerate smoothly to en-route climb speed with flaps retraction on schedule.
Note 1: If a different procedure is specified by an Airport Authority it takes priority over all above published procedure Note 2: Safety has priority over noise abatement procedure Note 3 : the acceleration altitude must be entered in the FMC Where no specific procedure is required, the following procedure must be performed: Up to 1000 ft QFE: d. take-off power; e. take-off flaps; f. climb at V2 + 10/20 Kts IAS or as limited by body angle; at 1000 ft QFE: c. reduce thrust to not less than climb power/thrust; d. accelerate smoothly to en-route climb speed with flaps retraction on schedule. 8.3.1.6.2 Approach and Landing Published Noise Abatement Procedures will be followed and departed from only on the instructions of ATC or where abnormal circumstances make such departure necessary in the interest of safety. Where no specific procedure is published, the following procedure must be used. Pilots shall conduct their flight at a speed which permits operation of the aircraft in clean configuration until reaching a distance of approximately 12 NM from touch down. 8.3 FLIGHT PROCEDURES
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A 8.3 4 30 May 10
Recommended speed is 210 Kts plus/minus 10 Kts or the aircrafts minimum performance speed if higher than above. Subsequent portion of the approach, either instrument or visual, shall be flown with a properly set slope to achieve, if possible, a continuous descent, the interception of approach path not below 3000 ft AGL and the aircraft to be established not beyond the Outer Marker (OM) or equivalent position. Execution technique must be performed with aircraft deceleration action and aerodynamic configuration change so as to achieve final speed and configuration at the OM, Final Approach Fix or equivalent position. From then on a stabilised constant descent profile shall be followed to a landing to be completed as per para 8.3.2.3.5 below. Compliance with the above procedure is recommended provided that it is compatible with ATC instructions and weather condition are favourable. Non compliance is allowed in case of precision approach Cat II and III. No instrument or visual approach shall be made at angle less than the ILS glide path or less than 3 if no ILS is available. According Air Italy policy use of maximum reverse thrust is recommended unless: Limited by noise abatement procedures or local restriction (idle reverse only) Any doubt exist about the presence of FOD over the rwy surface (idle reverse only). 8.3.1.6.3 Limitations of Noise Abatement Procedures. Compliance with published noise abatement Take-off/Approach/Landing procedures should not be required in adverse operating conditions such as: if the runway is not clear and dry, i.e. it is adversely affected by snow, slush, ice or water, or by mud, rubber, oil or other substances; in conditions when the ceiling is lower that 500 ft above aerodrome elevation, or when the horizontal visibility is less than 1.9 km; when the cross-wind component, including gusts, exceeds 15 Kts; when the tail-wind component, including gusts, exceeds 5 Kts; when wind shear has been reported or forecast or when adverse weather conditions, e.g. thunderstorms, are expected to affect the approach. 8.3.1.7 Commencement and Continuation of Approach 8.3.1.7.1 General Before commencing an approach to land, the Commander must satisfy himself that, according to the information available to him, the weather at the aerodrome and the condition of the runway intended to be used should not prevent a safe approach, having regard to the performance information contained in the Operations Manual. In particular before commencing an approach the following conditions will be satisfied: the crew will complete a standard briefing for the descent, approach and landing; a valid IAL chart must be available except for a radar approach; the ground aid(s) and the aircraft equipment to be used must be serviceable and both pilots authorisation for the aid to be used must be valid; the appropriate AOM will be used (see Ch 8.1). If there is a malfunction of any relevant part of either the aircraft or airfield systems AOM appropriate corrections will be adopted; the availability of the aid and runway intended for use must be confirmed when first establishing R/T contact with the airfield.
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A 8.3 5 30 May 10
A pilot-in-command may commence an instrument approach regardless of the reported RVR /Visibility but the approach will not be continued beyond the Outer Marker, or equivalent position, if the reported RVR/Visibility is less than the applicable minima. The equivalent position can be established by means of a DME distance, a suitably located NDB or VOR, SRE or PAR FIX or any other suitable fix. Where RVR is not available, the pilot-in-command may derive an RVR value by converting (factoring) the reported visibility in accordance with Ch 8.15. (Conversion of the Reported Meteorological Visibility to RVR). If, after passing the outer marker or equivalent position in accordance with the above first paragraph, the reported RVR / factored visibility fails below the applicable minimum, the pilot-in-command may continue the approach to DA or MDA. For Cat III B approach refer to Ch 8.4 Where no outer marker or equivalent position exists, the pilot-in-command will make the decision to continue or abandon the approach before descending below 1,000 ft above the aerodrome or MDA/H + 500 ft, whichever is the higher, on the final approach segment. If the RVR or factored visibility, as applicable, is reported at or above Operator Minima, descent to DA/MDA may be made irrespective of cloud ceiling. However, descent below DA / MDA will only be commenced or continued when visual reference in accordance with the requirements listed above has been established and can be maintained. The touch-down zone RVR is always controlling. If reported and relevant, the mid point and stop end RVR are also controlling. The minimum RVR value for the mid point is 125 m or the RVR required for the touch-down zone if less, and 75 m for the stop end. For aeroplane equipped with roll out guidance or control system, the minimum RVR value for the mid-point is 75 m. NOTE: Relevant, in this context, means that part of the runway used during the high speed phase of the landing down for speed of approximately 60 kts. A missed approach procedure must then be immediately initiated under the following conditions: MDA/DA/DH or MAP (when published) is reached and no adequate visual reference to a safe land is achieved; time to threshold is elapsed; Note: The time check over FAF serves as back-up in case of non-availability of the respective navigation aid/Fix, or when no other means is available to define the MAP. a navigation aid located in the airfield area is passed (MM, IM); adequate visual reference to a safe landing is lost; the airplane is not stabilised; the maximum rate of descent values of: 3000 ft/min below FL100; 2000 ft/min below 2000 ft; 1000 ft/min below 500 ft; are exceeded and there is no way to reduce the vertical speed and safely land; if there is significant variation in the approach path or airspeed below 500ft AAL; the Commander suspects that for one or more reasons a safe landing is no longer guaranteed; upon instructions of the appropriate ATC unit. Anytime a missed approach procedure is performed, an entry must be made on the Voyage/Captain Report. 8.3 FLIGHT PROCEDURES
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A 8.3 6 30 May 10
Anytime a missed approach procedure is performed for safety reasons, an Air Safety Report (Form in appendix C) must be made. 8.3.1.7.2 Required Airborne Navigation Equipment The Commander shall ensure that at least the following equipment is available to commence and continue of an approach: one VOR, VOR/DME, ADF, ILS or MLS receiving system where such equipment is required for approach navigation purposes; one marker beacon receiving system where a marker beacon is required for approach navigation purposes; additional equipment as required by chapter 8.4 of this Manual if performing LVO. 8.3.1.7.3 Co-pilot Landing restriction Captains must carefully evaluate the experience of the co-pilot before allowing him to land at airports which may dictate a high level of aircraft handling capability. Runways particularly short, narrow, contaminated or with strong / gusty wind on final are just an example of airports which need good aircraft handling experience. 8.3.1.8 Runway Incursion Prevention Procedures In order to mitigate the risk of runway incursions, flight crews shall always be aware of their position while operating in the airport environment, on the ground and in the air by: the use of all available resources (heading indicators, airport diagrams, airport signs, markings lighting and air traffic control) to keep an aircraft on its assigned flight and/or taxi route; reference to the airport diagram and airport signage; taxi progress monitoring and/or verbal call-outs after taxiway passage; the development and/or discussion of a pre-taxi plan and taxi route briefing; the transcription of complex ATC taxi instructions; methods for maintaining situational awareness at night and during times of reduced visibility; not stopping on a runway and, if possible, taxiing off an active runway and then initiating communications with ATC to regain orientation; visually clearing the final approach path prior to taxiing into the takeoff position on the runway. In addition to the above, during periods when there is a high risk of an incursion, flight crews should always be aware of the importance of: managing workload prior to takeoff and before landing; identifying checklist items that must be re-accomplished in the event of a runway change; maintaining a "Sterile Flight Deck;" the use of standard R/T phraseolology; clearance read-back and confirmation of changes; monitoring clearances given to other aircraft; obtaining directions or progressive taxi instructions when taxi route in doubt; takeoff and landing runway verification and crosscheck; takeoff and landing clearance verification; questioning clearances when holding or lined up in position for takeoff on the runway, and takeoff clearance has not been received within a specified period of time. In order to make other aircraft aware of own position, the flight crew should make appropriate use of: 8.3 FLIGHT PROCEDURES
air italy

A 8.3 7 30 May 10
aircraft lighting during taxi, runway crossing, takeoff, and landing; transponder use at airports with ground surveillance radar IAW local aerodrome procedures. 8.3.2 Navigation Procedures 8.3.2.1 Compliance with State Regulations The aircraft will be flown in accordance with all statutory requirements and rules relevant to the safe conduct of a flight, at all times. Moreover, it is prohibited for an aircraft to be flown more then 60 minutes flying time at its normal one engine inoperative cruise speed from the nearest adequate airfield, unless it is flying in accordance with the terms of the written permission from the Authority (ETOPS approval). 8.3.2.2 Principles The fundamental principle governing the performance of all navigation tasks is redundancy, as navigation errors carry a significant risk potential. Whether navigation on manually tuned navigation aids, on the navigation system or on radar vectors, cross checks are essential. The sole use of airborne navigation systems carried on the various types of aeroplane of the Air Italys fleet is not adequate for all phases of flight and must be supplemented by specific error checking. Flight plans activated in the navigation system must be checked by both pilots waypoint by waypoint, against the flight plan. The FMS is also suitable and authorised for pre-flight planning when OFP is not available and for in-flight re-planning. All available means shall be used to cross-check the retrieved data. 8.3.2.3 Standard Navigation Procedures and Precautions RNAV and FMC shall be used in accordance the procedures published in the Operations Manual, part B (FCOM) and the Operations Manual, part C (Route) for the respective type of aeroplane. FMC database validity must be checked prior to each flight FMC navigation shall be used as primary navigation for all phases of flight where appropriate tracking is either pre-programmed in the navigation database or manually set up by using waypoints/airways contained in the pre-programmed database. For portions of flight conducted at altitudes where safe terrain clearance is not contingent upon navigation accuracy, the on-board navigation system redundancy may be considered adequate provided the aeroplane computed position is checked at regular intervals against displayed navigation aids, where such aids are available. In regions where such aids are not available (ocean, deserts), traffic separation provided by ATC accounts for the reduced navigation accuracy. However, the pilot flying is responsible for the choice of navigation aids (if tuning is manual) and for the navigation system configuration. Any changes to his selection shall be announced to the Pilot Monitoring. Any changes made by the Pilot Monitoring shall be made upon the timely order, or with the consent of the pilot flying shall be made upon the timely order, or with the consent of the pilot flying, who checks the execution. The pilots shall inform one another of any doubtful reliability of a navigation aid or of a system. ILS facilities of all categories have been known to produce false beams outside of their coverage sector due to radiation aberrations. Such beams are subject to being captured without a warning flag. In order to ensure proper localizer beam capture, the ILS mode shall not be armed until the vicinity of the beam has been ascertained by independent means (navigation aids, navigation system with VHF update) and the capture shall be monitored by the same means (or confirmed by radar if available). A DME distance check at glide slope intercept shall be performed whenever possible. In addition, an altitude check shall be performed at the outer marker position. 8.3 FLIGHT PROCEDURES
air italy
A 8.3 8 30 May 10
8.3.2.3.1 Take-off and Climb For these portions of flight safe terrain clearance is contingent upon navigation accuracy. Turns during Take-off and climb should not be required unless: a height of not less 500 ft above terrain on the highest obstacles under the flight path has reached and can maintain throughout the turn. the bank angle for turns after take off is limited to 15 except where adequate provisions are made for an acceleration phase permitting attainment of safe speeds for bank angles greater than 15. Sufficient navigational guidance should be provided to permit the aeroplane to adhere to the designated route. If the departure procedure is stored in the navigation database, the on board navigation system must be in the update mode and the system-computed position shall be continuously checked against displayed navigation aids. 8.3.2.3.2 Positioning to Final Approach In the case of ILS procedures, use must be made of VOR, NDB or Radar Positioning in conducting the transition to the approved ILS procedure. All radar approach procedures must start with positive identification, for example a distance/bearing. 8.3.2.3.3 Descent and Approach Even if GPS navigation and the procedure is stored and confirmed in the database, at least one raw data backup must be available and used at all time to confirm the FMC position. If these conditions are not met the flight shall proceed on conventional radio navigation. For designated type of aeroplanes the navigation mode of the flight management system may also be used for final approach navigation. Detailed procedures are stipulated in the respective Operations Manual, part B and C. For non precision approaches Air Italy standard technique refer to Normal Procedures. 8.3.2.3.4 Stabilised Approach All flights must be stabilized by 1000 feet above airport elevation in instrument meteorological conditions (IMC) and by 500 feet above airport elevation in visual meteorological conditions (VMC). An approach is stabilized when all of the following criteria are met: 1. The aircraft is on the correct flight path; 2. Only small changes in heading/pitch are required to maintain the correct flight path; 3. The aircraft speed is no more than Vref +20 KIAS and not less than Vref; 4. The aircraft is in the correct landing configuration; 5. Sink rate is no greater than 1000 feet per minute; if an approach requires a sink rate greater than 1000 feet per minute, a special briefing should be conducted; 6. Power setting is appropriate for the aircraft configuration and is not below the minimum power for approach as defined by the aircraft operating manual; 7. All briefings and checklists have been conducted; 8. Specific types of approaches are stabilized if they also fulfil the following: a. instrument landing system(ILS) approaches must be flown within one dot of the glideslope and localizer; b. a category II or category III ILS approach must be flown within the expanded localizer band; c. during a circling approach, wings should be level on final when the aircraft reaches 300 feet above airport elevation; 8.3 FLIGHT PROCEDURES
air italy
A 8.3 9 30 May 10
9. Unique approach procedures or abnormal conditions requiring a deviation from the above elements of a stabilized approach require a special briefing. CAUTION An approach that becomes unstabilised below 1000 feet above airport elevation in IMC or below 500 feet above airport elevation in VMC requires an immediate go-around. NOTE. Do not misunderstand the stabilized/unstabilized concept with the approach speed technique definition (stabilized/decelerate speed technique approach). 8.3.2.3.5 Threshold crossing height and touchdown zone Threshold must be crossed not below 50 ft, with the aeroplane in the landing configuration and attitude, in order to ensure the aircraft touches down within the touchdown zone or other defined portion of the runway, as specified by the Authority. As general guidance, the flight crew should control the final approach so as to touch down approximately 1,000 to 1,500 feet beyond the threshold All flight crews operating Company aircraft are required to strictly adhere to SOPs contained in OM, Part B. 8.3.2.3.6 Climb Gradient The nominal climb gradient of a missed approach, as prescribed by ICAO, is 2.1% (Non Precision and Cat. I approach) or 2.5% (Cat II type of approach). For planning purpose ,at any aerodrome where the Route Manual offers a choice of minima based on climb gradient, those associated with a 2.5% missed approach climb gradient must be used. 8.3.2.4 Navigation aids 8.3.2.4.1 Selection criteria The most suitable selection of radio aids with respect to coverage and to geometry shall be ascertained, either for cross-checking the navigation system or for conventional radio navigation purposes. Distance information on route documentation shall only be checked against DME distance when this DME is linked with a waypoint, typically a VOR. DMEs associated with ILS are often biased so as to show zero at the runway threshold, and are therefore not suitable for navigation purposes other than final approach. 8.3.2.4.2 Coverage of navigation aids En-route facilities can be expected to provide reliable information along the published routes they define. However, the coverage area of en-route navigation facilities, such as NDBs, VORs, and DMEs varies depending on power output, site and disturbances. VHF facilities require line-of-sight conditions while NDB receptions is adversely affected by atmospheric electromagnetic activity. Locators in TMAs normally provide proper guidance within 25NM only. The ILS localizer beam width and range available for guidance is of the order of 3 on either side of the centreline, and 25NM respectively. Within 30 on either side of this sector, coverage is only provided to the extent that a fullscale deflection to the correct side is guaranteed. The ILS glidepath azimuth coverage sector width is 8 on either side of centreline and extends to at least 10NM. The elevation sector available for guidance ranges from at least 2 above to 1.5 below the normal glidepath, below which full-scale fly-up deflection is guaranteed. Aberrations affecting these design features, ranging from multipath interference to fluctuations due to reflections from taxiing aeroplane and from antenna overflights may still 8.3 FLIGHT PROCEDURES
air italy
A 8.3 10 30 May 10
occur within the ILS coverage sector, particularly in weather where the ILS sensitive and critical areas are not enforced. 8.3.2.4.3 Identification Manually tuned navigation aids shall be positively identified at the time of selection. DMEs associated with a VOR or an ILS require separate identification 8.3.2.4.4 Inconsistency Whenever elements of information relative to position are contradictory, the reliability of any relevant navigation aid(s) must be verified by additional independent means. 8.3.2.4.5 Inadequate navigation and approach aids Navigation and approach aids must not be used: When positive identifications not possible; when reported to be on maintenance, unreliable, ground checked only, flight checked only; when on test, according to latest available information, whereupon the facility shall also be made unavailable to the navigation system. In all such cases, reception, if any, is deemed unreliable and inadequate to support enroute navigation or approach; published landing minima apply to the unrestricted availability of the approach aids. 8.3.2.4.6 Irregularities during the flight Whenever an irregularity of ground and navigational facilities occurs during the flight operation, the appropriate ground station shall be notified as soon as practicable. 8.3.2.5 Reporting Except when otherwise instructed by ATC, position reports in the prescribed form must be made at all Compulsory Reporting Points Flight Levels and Altitudes Reporting Commander must ensure that when reporting Flight Levels and Altitudes on climb and descent, a vacating report is only made when the aircraft has actually left the stated level, and that only the terms leaving, passing and reaching are used. Such terms as approaching and coming up (or) down to are too vague, can be misleading and must not be used. When reporting Flight Level, the altimeter reading should be passed to the nearest 100 ft to facilitate checking SSR Mode C altitude reporting. In the event that a cleared level is inadvertently exceeded, this must be reported to ATC immediately. 8.3.2.5.1 Position Reports Every flight must conform to the ATC reporting procedures laid down by the State in which the aircraft is operating. The correct ICAO R/T procedure and sequence, including aircraft call sign, position, time, flight level or altitude and estimated time at the next position, must be used. If the estimated time for the next position last reported to ATC is found to be in error by 3 minutes or more a revised estimate shall be transmitted to the ATC concerned, as soon as possible. When flying in a Flight Information Region (FIR) for which no reporting procedures are laid down, aircraft must report when entering and leaving the FIR and at least every 30 minutes.
air italy
A 8.3 11 30 May 10
Wake Vortex Notification All wake vortex encounters, at any flight stage, must be reported using the Wake Vortex Report Form. Aircraft in the Wake Vortex Category Heavy are required to notify ATC with the word heavy included immediately after the aircraft call sign at least on first contact with ATC (Control tower or Approach) prior to departure or arrival (refer also to paragraph 8.3.9.5 for USA/Canada procedures). 8.3.2.5.2 Notification of Irregularities A Commander shall notify the appropriate ground station as soon as practicable whenever a potential hazardous condition such as: An irregularity in a ground or navigational facility; or A meteorological phenomenon; or A volcanic ash cloud; or A high radiation level, is encountered during flight. 8.3.2.6 Navigational Accuracy It is the Commanders responsibility that the aircraft navigation performance be monitored at regular intervals. Particular care should be placed on checking position prior to commencing an approach and after prolonged in flight operations. To this end, Flight Crews should make use of airplane systems to verify the position of the aircraft, including, as applicable to the aircraft avionics configuration, GPS position checks, FMS advisories, navaid accuracy checks (Radial/DME), etc. The relevant en-route charts should be available to both pilots and consulted for routing, MORAs, danger areas, etc. For detailed navigation procedures, refer to OM Parts B and C. 8.3.2.7 Off-Airway Flights Care should be taken to ensure that off-Airway flights do not penetrate danger areas. Consult relevant en-route charts, NOTAMs, and Flight Information Advisory Service. 8.3.2.8 Position Fixes Sufficient radio equipment is carried on the Operator's aircraft to enable position to be fixed at the mandatory reporting points or any points on the route. If circumstances permit, the position should be established by the use of two independent aids in order to confirm the accuracy of the fix. 8.3.2.9 In-Flight Procedures Standard navigational procedures and system requirements including policy for carrying out independent cross checks of keyboard entries where these affect the flight plan followed by the aircraft are detailed in O.M., part B. During the enroute phase of flight, flight crews must monitor weather information, to include current weather and forecasts for destination airport, destination alternate airports, enroute alternate airports, as applicable 8.3.2.9.1 Minimum Navigation Requirements The Minimum Navigation Requirements consists of one VOR, one ADF, one DME. In areas where navigation is based only on NDB or VOR signals and the aircraft is not equipped with alternative equipment (IRS, INS, FMC, etc.) authorised for the route being flow by the Authority a second ADF or VOR is required. One SSR Transponder equipment as required for the route being flown. 8.3 FLIGHT PROCEDURES
air italy
A 8.3 12 30 May 10
An additional DME system on any route, or part thereof, where navigation is based only on DME signals. Note: Aeroplanes equipped with 1 ADF only are not authorised to operate where ADF is the only way for procedures and radio navigation, including airports (SID, STAR, Transition & Approach) and Routes. 8.3.2.9.2 Failed or Downgraded Equipment The effect of temporary downgrading of ground equipment on landing minima must be taken into account during pre-flight planning and in flight. A. Failure during the approach phase. a. If the aeroplane has already passed the Outer Marker or equivalent position on final approach it is NOT required that a Commander consult the relevant table to ascertain the minima applicable to the reduced level of equipment. If failures of ground aids are announced at this late stage, the approach may be continued at the Commander discretion. b. If, however, the failure is announced before such a late stage, the Commander must consider its effect and the approach must be discontinued to permit this consideration. B. Failures other than ILS affect RVR only and not DH. C. When the approach light system is supplied only from the stand-by power source, attention is particularly drawn to the fact that the RVR minimum to be used for a precision approach is that applicable when only basic facilities are available. 8.3.2.10 MNPS / ETOPS Navigation 8.3.2.10.1 Minimum Navigation Performance System (MNPS) The MNPS is an area of the North Atlantic airspace requiring Minimum Navigation Performance Capability. The boundaries of MNPS area are described in the OM Part C Long Haul Manual including normal procedures, special procedures, minimum requirements and operations with degraded capability. Refer to OM Part C Long Haul Manual for all applicable rules and procedures. 8.3.2.10.2 Extended Twin Engine Operations (ETOPS) Refer to Ch 8.5 of this manual. 8.3.2.11 Polar Navigation (Air Italy is not authorized for polar navigation) 8.3.2.12 Reduced Vertical Separation Minimum (RVSM) RVSM airspace is any airspace or route between FL290 and FL410 inclusive where aircraft are separated vertically by 1000ft instead of 2000ft. This reduced vertical separation minima would provide significant benefits in terms of economy and en route airspace capacity. Airspace where RVSM is applied should be considered special qualification airspace. In accordance with Air Operator Certificate Air Italy is authorised to operate in RVSM airspace. All concerning personnel must check: The correct filing of the flight plan (appropriate letter W or Q to be inserted in item 10 of ICAO flight plan; The specific aircraft type is approved by competent Authority for RVSM operations; The specific aircraft is equipped with minimum equipment for RVSM operations (as for OM part B MEL); That during flight the prescribed procedures for RVSM operations are made as for OM part B and C. 8.3 FLIGHT PROCEDURES
air italy
A 8.3 13 30 May 10
8.3.2.12.1 Aircraft Equipment For RVSM Operations Refer to Operations Manual, part B, Part C and Long Haul Manual. 8.3.2.12.2 Practices And Procedures for Flights in RVSM Area Refer to Operations Manual, part B, Part C and Long Haul Manual. 8.3.2.13 Procedures for RNAV Operations RNAV general criteria and requirements are reported in ICAO Annex 11 and Doc 9613. In accordance with its AoC Air Italy is authorised to fly RNP-10 and B-RNAV in the approved area of operations. The RNP type, where required by a State (cfr OM Part C), indicates in NM (e.g: 1, 4, 5, 10, etc.) the maximum error allowed for 95% of the flight time and takes into account the navigation systems in use, the adequacy of ATC services and the communication channels available in the considered airspace. The required RNP type is specified in the navigation documentation. Systems suitable for RNAV meeting RNP and/or MNPS criteria are FMS, GPS/GNSS, inertial systems (INS/IRS). In addition to normal FCOM procedures, when using FMS on B-RNAV routes, the performance of the FMS must be monitored using raw data as follows: - before flight verify RNAV system equipment serviceability referring to MEL/CDL/DDG for system availability and/or degradation; - periodically verify FMS radio updating; - after prolonged flight in remote/oceanic areas, verify FMS position accuracy complies with RNP; - during descent verify FMS map position. In the event of a navigation system degradation in flight (e.g: FMS total or partial failure), the main factors to be considered in planning the following course of action, in addition to FCOM and QRH procedures, are: - type of routing (normal or B-RNAV); - reliability of radio aids. Note 1: A RNP-5 (Basic RNAV or B-RNAV) accuracy level is at present required in the EUR region Upper Airspace. Note 2: In item 10 of the ATS Flight Plan the letter R shall be entered to indicate that the aeroplane is certified for the RNP along the planned route or phase of flight. Note 3: Manual entry of waypoints in the FMS is not allowed for B-RNAV operations. Note 4: ATC must be advised. The appropriate ASR form (see Appendix C01) must be filled out. 8.3.2.13.1 RNP 1 (P-RNAV) Operations Procedures (Not Applicable to Air Italy) RNP-1 operations must give an accuracy in the designated airspace of plus/minus 1 NM. Following procedure must be performed. Pre Flight Planning During the pre-flight planning phase, the availability of the navigation infrastructure, required for the intended operation, including any non-RNAV contingencies, must be confirmed for the period of intended operation. Availability of the onboard navigation equipment necessary for the route to be flown must be confirmed. The onboard navigation database must be appropriate for the region of intended operation and must include the navigation aids, waypoints, and coded terminal airspace procedures for the departure, arrival and alternate airfields. 8.3 FLIGHT PROCEDURES
air italy
A 8.3 14 30 May 10
Where the responsible airspace authority has specified in the AIP that dual P-RNAV systems are required for specific terminal P-RNAV procedure, the availability of dual PRNAV systems must be confirmed. This typically will apply where procedures are effective below the applicable minimum obstacle clearance altitude or where radar coverage is inadequate for the purposes of supporting P-RNAV. This will also take into account the particular hazards of a terminal area and the feasibility of contingency procedures following loss of P-RNAV capability. If a stand-alone GPS is to be used for P-RNAV, the availability of RAIM must be confirmed with account taken of the latest information from the US Coastguard giving details of satellite non-availability. Note: RAIM prediction may be a function of the equipment provided that satellite nonavailability data can be entered. In the absence of such a function, an airspace service provider may offer an approved RAIM availability service to users. Departure At system initialisation, the flight crew must confirm that the navigation database is current and verify that the aircraft position has been entered correctly. The active flight plan should be checked by comparing the charts, SID or other applicable documents, with the map display (if applicable) and the MCDU. This includes confirmation of the waypoint sequence, reasonableness of track angles and distances, any altitude or speed constraints, and, where possible, which waypoints are fly-by and which are fly-over. If required by a procedure, a check will need to be made to confirm that updating will use a specific navigation aid(s), or to confirm exclusion of a specific navigation aid. A procedure shall not be used if doubt exists as to the validity of the procedure in the navigation database Note: As a minimum, the departure checks could be a simple inspection of a suitable map display that achieves the objectives of this paragraph. The creation of new waypoints by manual entry into the RNAV system by the flight crew is not permitted as it would invalidate the affected P-RNAV procedure. Route modifications in the terminal area may take the form of radar headings or direct to clearances and the flight crew must be capable of reacting in a timely fashion. This may include the insertion in the flight plan of waypoints loaded from the database. Prior to commencing take off, the flight crew must verify that the RNAV system is available and operating correctly and, where applicable, the correct airport and runway data have been loaded. Unless automatic updating of the actual departure point is provided, the flight crew must ensure initialisation on the runway either by means of a manual runway threshold or intersection update, as applicable. This is to preclude any inappropriate or inadvertent position shift after take-off. Where GNSS is used, the signal must be acquired before the take-off roll commences and GNSS position may be used in place of the runway update. During the procedure and where feasible, flight progress should be monitored for navigational reasonableness, by cross-checks, with conventional navigation aids using the primary displays in conjunction with the MCDU. Where applicable and when used, the flight crew procedures will need to include monitoring to verify automatic updating of the inertial systems to ensure the period without updating does not exceed the permitted limit. Where the initialisation of paragraph above is not achieved, the departure should be flown by conventional navigation means. A transition to the P-RNAV structure should be made at the point where the aircraft has entered DME/DME coverage and has had sufficient time to achieve an adequate input. Note: If a procedure is designed to be started conventionally, then the latest point of transition to the P-RNAV structure will be marked on the charts. If a pilot elects to start a 8.3 FLIGHT PROCEDURES
air italy
A 8.3 15 30 May 10
P-RNAV procedure using conventional methods, there will not be any indication on the charts of the transition point to the P-RNAV structure.
Arrival
Prior to the arrival phase, the flight crew should verify that the correct terminal procedure has been loaded. The active flight plan should be checked by comparing the charts with the map display (if applicable) and the CDU. This includes confirmation of the waypoint sequence, reasonableness of track angles and distances, any altitude or speed constraints, and, where possible, which waypoints are fly-by and which are fly-over. If required by a procedure, a check will need to be made to confirm that updating will exclude a particular navigation aid. A procedure shall not be used if doubt exists as to the validity of the procedure in the navigation database. Note: As a minimum, the arrival checks could be a simple inspection of a suitable map display that achieves the objectives of this paragraph. The creation of new waypoints by manual entry into the RNAV system by the flight crew would invalidate the P-RNAV procedure and is not permitted. Where the contingency to revert to a conventional arrival procedure is required, the flight crew must make the necessary preparation. During the procedure and where feasible, flight progress should be monitored for navigational reasonableness by cross-checks with conventional navigation aids using the primary displays in conjunction with the MCDU. In particular, for a VOR/DME RNAV procedure, the reference VOR/DME used for the construction of the procedure must be displayed and checked by the flight crew. For RNAV systems without GNSS updating, a navigation reasonableness check is required during the descent phase before reaching the Initial Approach Waypoint (IAWP). For GNSS based systems, absence of an integrity alarm is considered sufficient. If the check fails, a conventional procedure must then be flown. Notes: (1) For example, where feasible, display bearing/range to a VOR/DME from the RNAV system and compare the result with the RMI read-out (selected to same VOR/DME). (2) For some systems the accuracy may be derived from the navigation mode or accuracy mode. (3) Where the MCDU shows only integers and is unable to display errors with sufficient resolution for PRNAV accuracy checks, an alternative means of checking will need to be followed. Route modifications in the terminal area may take the form of radar headings or direct to clearances and the flight crew must be capable of reacting in a timely fashion. This may include the insertion of tactical waypoints loaded from the database. Manual entry or modification by the flight crew of the loaded procedure, using temporary waypoints or fixes not provided in the database, is not permitted. Although a particular method is not mandated, any published altitude and speed constraints must be observed. Contingency In case of failure of any system affection a component relevant to the P-RNAV navigations such as: Multiple system sensors Failure of the navigation sensors Coasting on inertial sensors beyond a specified time limit. Failure of RNAV system components including those affecting flight technical error (e.g. failures of the flight director or automatic pilot) 8.3 FLIGHT PROCEDURES
air italy
A 8.3 16 30 May 10
The flight crew must notify ATC of any problem with the RNAV system that results in the loss of the required navigation capability, together with the proposed course of action. In the event of communications failure, the flight crew should continue with the RNAV procedure in accordance with the published lost communication procedure. In the event of loss of P-RNAV capability, the flight crew should invoke contingency procedures and navigate using an alternative means of navigation which may include the use of an inertial system. The alternative means need not be an RNAV system. Incident Reporting Significant incidents associated with the operation of the aircraft which affect or could affect the safety of RNAV operations, need to be reported in accordance with OPS 1.420 (see occurrence reporting on Ch 11 of this manual). Specific examples may include: 1. Aircraft system malfunctions during P-RNAV operations which lead to: Navigation errors (e.g. map shifts) not associated with transitions from an inertial navigation mode to radio navigation mode. Significant navigation errors attributed to incorrect data or a navigation database coding error. Unexpected deviations in lateral or vertical flight path not caused by pilot input. Significant misleading information without a failure warning. Total loss or multiple navigation equipment failure. 2. Problems with ground navigational facilities leading to significant navigation errors not associated with transitions from an inertial navigation mode to radio navigation mode. 8.3.2.14 In-flight Re-planning An in-flight re-planning shall be considered when: destination weather is below the Applicable Operating Minima; insufficient fuel remaining to destination is experienced during the flight and no other actions are effective (8.3.7.4); in case of re-clearance in flight procedure or flight to isolated aerodromes the fuel remaining at proper check points is less than what prescribed in Paragraph 8.3.7.3.(B) and (C); ATC or destination Aerodrome facilities problems dictate so; safety reasons require a diversion. 8.3.2.14.1 Diversion Approaching the Minimum Diverting Fuel (see 8.1.7) the Commander may select to land at destination or at alternate considering: weather conditions at destination or alternate; number of runways at destination or alternate; type and number of approach radio-aids at destination or alternate; crew familiaritys at destination or alternate; ground and passengers assistance at destination or alternate; delay at destination or alternate. The Commander must land with at least the Final Reserve Fuel at destination or at alternate. If not contact without delay FOPH. For In-flight re-planning fuel calculation, refer to the appropriate paragraph in the O.M., part A, section 8.1.7. 8.3.2.14.2 ATC Clearance Before an aircraft diverts, an ATC clearance must be issued.
air italy
A 8.3 17 30 May 10
The following flight plan information may be required and should be at hand when requesting this clearance: diversion airport route of flight altitude estimated time en-route endurance (hours and minutes) If all information are needed, refer to O.M., part A, chapter 12 (Intended Changes). 8.3.2.14.3 Cabin Crew and Passengers Information The Senior Cabin Crew should be advised of diversion potential early enough to plan for cabin service, passenger accommodation and safety. The passengers should be advised promptly of a diversion and the reason for it. 8.3.2.14.4 Notifying Company. Time permitting , the Commander shall try to contact the Company or the destination station informing about the diversion. In any case when on ground the Company or station manager must be informed. 8.3.2.14.5 Crew responsibility after landing. The Commander should confirm that there are adequate provisions for passenger handling at the diversion airport. If the ground staff are insufficient to provide an acceptable level of customer service, the Commander may use his crew for customer service. The Commander of the aircraft is ultimately responsible to ensure that the aircraft, baggage, cargo and mail are free from risk or danger. This may require co-ordination with the local ground handling agent or airport authority if security is questionable; for example, due to the parking location. 8.3.2.15 Abnormal, Emergency or events of System Degradation procedures. While final judgement can only be made by the Commander after consideration of relevant factors such as aircraft condition, weather etc., it is considered appropriate that a diversion to the nearest suitable airfield should be made in the following situations: Engine Failure; Loss of two or more generators or hydraulic system Uncontrollable depressurisation; Fuel leaks; In-flight fire/smoke; Pilot incapacitation. Whenever a procedure calls for LAND ASAP, the seriousness of the situation and selection of a suitable aerodrome are to be considered. In any case, the Commander shall not decide to land at a suitable aerodrome instead of landing at the nearest suitable aerodrome unless he is satisfied that the course adopted is as safe as landing at the nearest suitable aerodrome and he has taken into account factors which may affect the safety of the aircraft. In case of system failure or degradation occurring in flight, adequate procedures are given in AOM, G/B and the QRH as applicable. 8.3.2.15.1 Engine Failure Following an engine failure on any twin-engines aircraft in flight, the requirement is to land at the nearest suitable airport. 8.3 FLIGHT PROCEDURES
air italy
A 8.3 18 30 May 10
In the event of an engine failure on take off, the flight should be discontinued and land at airport of departure or at Take off Alternate. For the operational procedures, refer to O.M., part B. For the procedures with ATC, refer to O.M., part C, Emergency. 8.3.2.15.2 Uncontrollable Loss of Cabin Pressurisation During flight at high altitudes, all Flight Crew members must be prepared for an (explosive) decompression of the cabin. An emergency descent must be initiated immediately, in order to protect passengers and crew due to the limited availability of emergency oxygen. It has, however, to be considered that an emergency descent as such exposes the aeroplane, its occupants and other aeroplanes in the area to further hazards. When it becomes apparent that an emergency descent must be made, the aim must be to bring the aeroplane down rapidly to an altitude where the occupants can breathe normally. Do not make a steeper descent than the situation warrants. Recommended initial level-off altitude is 10,000 or Minimum En-route IFR Altitude (MEA). An higher intermediate level can be maintained as long as supplementary oxygen is available for passengers and crew. By the estimate time of expiring oxygen supply the aircraft should be level at 10000 ft. For the operational procedures, refer to O.M., part B. 8.3.3 Altimeter Setting Procedures 8.3.3.1 Pressure Altimeters 8.3.3.1.1 General Policy It is Operator policy to use QNH on take-Off and landing except in airports where QFE has to be used for State Regulations. 8.3.3.1.2 Altimeter Setting Procedures A. Take-Off. All the altimeters set to QNH B. Climb. All the altimeters to Standard Pressure (QNE), 1013.2 HPa when passing Transition Altitude. Cross check. C. Cruise. All the altimeters to Standard. When a third altimeter is fitted and a mountain area is over-flown it can be set with the relevant QNH of the zone. D. Descent. Set QNH on all the altimeters when cleared for an altitude and approaching transition level. Crosscheck baro setting and altitude readings. [See point 8.1.3.8. (Pressure different from Standard) for procedure when operating in a low pressure area with terrain clearance a factor] E. Approach and Landing. All the altimeters on airfield QNH. Whenever an altimeter setting is changed each pilot will call out the new setting and check altitudes. For altimeters use and setting, flying in a RVSM air space, refer to Pilot Support Manual Part D. 8.3.3.1.3 Altimeter Discrepancies in Flight Except on aircraft fitted with 3 air data reference (ADC) systems, where a faulty system can be identified, when a difference between altimeter readings occurs during climb or cruise, the average of the two readings should be used. 8.3 FLIGHT PROCEDURES
air italy
A 8.3 19 30 May 10
When a difference occurs during the descent and approach phases, the lower reading will be used to determine safety height and critical heights. In the event of an altimeter error which is within permissible tolerances becoming apparent during pre-departure checks, it should not be applied as a correction during flight. Tolerances may be check on Part B 8.3.3.2 Setting of radio altimeter. Whenever the type of radio altimeter permits it shall be set to 2,500 ft as a routine procedure for ground proximity warning purposes. When conducting CAT II or CAT III approaches the radio altimeter shall be set to the appropriate radio altimeter setting height (RA). 8.3.4 Altitude Alerting System Procedures The system is designed to give warning of an inadvertent departure from an assigned level or altitude and also to alert the crew to the fact that they are approaching the assigned level when climbing or descending. Its operational functions are described in the Operations Manual, part B. 8.3.5 Ground Proximity Warning System (GPWS) Procedures Enhanced Ground Proximity Warning Systems are fitted to all Operator aircraft. A description of the systems fitted, modes available and how to proceed can be found in the Operations Manual, part B (FCOM and QRH). 8.3.5.1 Deactivation The GPWS may not be deactivated (by pulling circuit breakers or use, for instance, an inhibit switch, where fitted) except for approved procedures. 8.3.5.2 Activation Any GPWS activation must be reported in writing to the flight operations whether genuine or spurious, unless the dynamic of the activation is clear and no highlights must be done. Where such an activation indicates a technical malfunction of the system an appropriate entry should also be made in the technical log. 8.3.6 Policy and Procedures for the use of TCAS/ACAS 8.3.6.1 General All Air Italy aircraft are equipped with mode S Transponders, fitted with TCAS. For detailed operating instructions, refer to OM Part B. While in VMC proper vigilance must be maintained in order to avoid in-flight collisions (See and avoid concept). To this end Flight Crews will employ TCAS and ATC as aids to maintain situational awareness of surrounding traffic. Warning TCAS cannot provide an alert for traffic conflicts with aircraft without operating transponders. It generates both Resolution Advisories (RA) and Traffic Advisories (TA) in respect of aircraft predicted to enter the TCAS 'collision area' only when these aircraft are fitted with transponders replying in Mode C and Mode S. It can generate only Traffic Advisories against intruder aircraft whose transponders reply in Mode A (non-altitude reporting). 8.3.6.2 Mode Selection TCAS operation should be initiated just before take off and continued until after landing.
air italy
A 8.3 20 30 May 10
To maximise the benefits to be derived from the system, operation in TA/RA mode is recommended at all times except in the following cases when TA mode only should be selected: visual contact with known traffic; flying in known close proximity to other aeroplane; when operating where more than one runway is used; prevent nuisance warning. When taking-off with TCAS in TA mode due to multi-runways in use, the TCAS must be switched in TA/RA mode just upon selecting the Flaps Lever to zero position. When landing with TCAS in TA mode due to multi-runways in use, the TCAS must be switched in TA mode just upon selecting the Flaps Lever out of zero position. In all the other cases, TCAS mode must be in TA/RA upon the limiting factor is expired. 8.3.6.3 Operating Procedures A description of the operating procedures can be found in OM, Part B. Note that the corrective action must never be opposite to that indicated by the RA, be in the correct sense indicated by the RA even if in conflict with the vertical element of an ATC instruction and be the minimum possible to comply with the RA indication. 8.3.6.4 Reporting Requirement In the event of an Corrective Resolution Advisory occurring in flight, the appropriate form (Pilot Air Safety Report in Appendix C) must be completed by the Commander after landing and sent with the fastest possible way to Safety Pilot (fax) and to Flight Operations (flight envelope). If the dynamic of the activation is entirely clear and no highlights about the event needs to be done the procedure may be suspended by the Safety Pilot. 8.3.7 Policy and Procedures for In-flight Fuel Management 8.3.7.1 General The fuel on board when starting the engines must not be less than the minimum fuel quantity defined at point 8.1.7.. Whenever conditions required by the in-flight fuel management are not longer fulfilled or other factors, such as the situation at destination or destination alternate, become critical, the Commander must make an early decision according to the stage of flight whether to proceed further or to make an intermediate landing before safety is jeopardised. For fuel definitions, see paragraph 8.1.7.. 8.3.7.2 In-Flight Fuel Management Responsibilities It is the Commander's responsibility to manage the flight in such a way that the Operator's fuel policy is achieved. A Commander must ensure that the amount of usable fuel remaining in flight is not less than the fuel required to proceed to an aerodrome where a safe landing can be made, with Final Reserve Fuel remaining. Note: Temporarily the arrival fuel on FMS may drop down below the minimum if the actual flight conditions does not reflect the planned or the data into the computer are not correct. If the fuel figures are below this value, refer to point Insufficient Fuel Remaining. The Commander must declare Priority Fuel or Emergency Fuel whenever he is in a situation that requires to do so (see appropriate paragraph). 8.3.7.3 Fuel Checks Fuel checks must be carried out at regular intervals, compared with the expected trip fuel (planned consumption) and recorded on OFP by the PM: 8.3 FLIGHT PROCEDURES
air italy
A 8.3 21 30 May 10
before start up; before take off (if the taxi has been very long); over check points specified on OFP or least at hourly interval; at least one time for short flight; at the arrival. Fuel remained on board must be recorded at the end of each trip on Tec Log. The OFP is to be placed in the Flight Envelope and returned to the Operations Department. Airborne fuel usage must be monitored and frequent checks must be made (and recorded) to ensure that the fuel remaining is not less than that required to satisfy the Operator's minimum requirements as follows: A. Normal Flight. For flights that use the normal planning formula the fuel expected to remain at the Missed Approach Point (MAP) of the intended destination should not be less than the sum of: Alternate Fuel; Final Reserve Fuel; B. Use of Isolated Aerodromes. For flights that use the Isolated Aerodromes formula, on passing the Latest Point of Diversion the fuel expected to remain overhead the intended destination should not be less than the Holding Reserve Fuel requirement as dictate in point 8.1.7.1.3.5. In case of insufficient fuel the Commander shall proceed to a suitable en-route alternate. Crew must obtain, before passing this point, the weather conditions as well as the traffic and operational conditions existing at the destination and a current forecast for the time of expected arrival before a decision will be made to continue or divert to a suitable enroute alternate. C. Re-clearance in Flight. On a flight using the RCF procedure, in order to proceed to the new destination aerodrome (originally desired), the commander must ensure that the usable fuel remaining at the decision point is at least the total of: Trip fuel from the decision point to the new Destination aerodrome; and; Contingency fuel equal to 5% of trip fuel from the decision point to the new Destination aerodrome; and; New Destination aerodrome alternate fuel, if a new Destination alternate aerodrome is required; and Final reserve fuel D. On a flight using the PDP procedure in order to proceed to the destination aerodrome, the commander must ensure that the usable fuel remaining at the PDP is at least the total of: Trip fuel from the PDP to the destination aerodrome; and Contingency fuel from the PDP to the destination aerodrome calculated in accordance with OM Part B ch 8.1 If these conditions are not satisfied at the decision point the Commander must divert the flight to an en-route alternate. If the flight doesnt need a destination alternate the Alternate Fuel on the sums above may be disregarded.
air italy
A 8.3 22 30 May 10
8.3.7.4 Insufficient Fuel Remaining The Flight is in a situation of Insufficient Fuel Remaining when the estimate fuel at destination MAP is below the MDF (Alternate Fuel + Final Reserve Fuel). In this case the Commander should: adjust cost index value/aircraft speed; obtain a more direct routing; fly at a more appropriate flight level; select an alternate aerodrome which is closer to the destination airfield than that specified in the ATC flight plan in order to reduce the Alternate Fuel requirement. If, after the above actions, the Flight is still in Insufficient Fuel remaining. the Commander must either take into account the traffic and the operational conditions prevailing at the destination aerodrome, at the destination alternate aerodrome and at any other adequate aerodrome, in deciding whether to proceed to the destination aerodrome or to divert so as to perform a safe landing with not less than final reserve fuel. the final reserve fuel if no alternate aerodrome is required, the commander must take appropriate action and proceed to an adequate aerodrome so as to perform a safe landing with not less than final reserve fuel 8.3.7.5 Priority and Emergency Fuel 8.3.7.5.1 Priority Fuel Whenever a flight is in a situation of Insufficient Fuel Remaining and no suitable En-Route Alternates are available (paragraph 8.3.7.4.) the Commander must advise ATC of the situation declaring Priority Fuel. With the term Priority Fuel the ATC is advised that the aeroplane cannot accept any delay action. No priority in the landing sequence will be given by the ATC agencies to the aeroplane with Priority Fuel declaration. Note: Before considering the Flight in a Priority Fuel situation, all actions reported in the above 8.3.7.4. must be performed. The term Priority Fuel is not recognised in most States. 8.3.7.5.2 Emergency Fuel: Urgency Signal When the Commander becomes aware that the fuel on board will drop below the Final Reserve Fuel figure before landing, he must consider the Flight in a Urgent situation and advise accordingly ATC Agency (PAN-PAN). Note: Before considering the Flight in an Emergency Fuel situation (PAN-PAN), all actions reported in the above 8.3.7.4. must be performed. The term Emergency Fuel is not recognised in most States. 8.3.7.5.3 Emergency Fuel: Distress Signal When the fuel on board is below the Final Reserve Fuel figure, Commander must consider the Flight in a Distress situation and advise accordingly ATC Agency (MAYDAY). Note: The term Emergency Fuel is not recognised in most States. 8.3.7.6 Fuel System Handling Both pilots must be involved of all fuel panel and configuration changes affecting the tank to engine fuel feed system. Where practicable such changes will be monitored.
air italy
A 8.3 23 30 May 10
8.3.7.7 Post Flight A fuel remaining 'on blocks' figure should be calculated using fuel used readings to provide a cross-check on fuel quantity gauge accuracy. The fuel remaining figure must be recorded in the Technical Log. If the aircraft has landed with less than the Minimum Landing Fuel remaining a special air safety report must be made to the Flight Operations Post Holder. 8.3.8 Adverse and Potentially Hazardous Atmospheric Conditions 8.3.8.1 Thunderstorms The Meteorological Office issues warnings, in the form of SIGMET messages, of active thunderstorm areas when thunderstorms are, or are expected to be, sufficiently widespread to make their avoidance by aircraft difficult, e.g. a line of thunderstorms associated with a front or squall line or extensive high level thunderstorms. In addition, Commanders are required to send a special air report when conditions are encountered which are likely to affect the safety of aircraft. Such a report, of itself, would be the basis of a SIGMET warning. 8.3.8.1.1 SIGMET Warnings The Meteorological Office does not issue SIGMET messages in relation to isolated thunderstorm activity (unless prompted by an AIREP SPECIAL) and the absence of SIGMET warnings does not therefore necessarily indicate the absence of thunderstorms. 8.3.8.1.2 Thunderstorm Hazards The most important hazards associated with thunderstorms are discussed briefly below. A. Squalls. Accidents have occurred during the Take-Off, initial climb and final approach phases of flight, which were probably due in part, if not entirely, to the effect of a rapid variation in wind velocity known as a squall. Unlike the erratic fluctuations caused by gusty, a squall gives rise to airspeed fluctuations of a more sustained nature and is therefore likely to be more dangerous. Gusty is likely to accompany squall conditions. Thunderstorms frequently produce squalls and, although it is hazardous at all levels, it is in the lower levels that squalls may have more drastic consequences. Winds caused by the outflow of cold air from the base of a thunderstorm cell have been known to change in shallow layers of a few hundred ft by as much as 50 kts in speed and 90 or more in direction. B. Tornadoes. The most violent thunderstorms draw air into their cloud bases with great vigour. If the incoming air has any initial rotating motion, it often forms an extremely concentrated vortex from the surface well into the cloud. Meteorologists have estimated that wind in such a vortex can exceed 200 kts. Pressure inside the vortex is quite low. The strong winds gather dust and debris and the low pressure generates a funnelshaped cloud extending downward from the cumulonimbus base. If the cloud does not reach the surface, it is a funnel cloud; if it touches a land surface, it is a tornado. Tornadoes occur with both isolated and squall line thunderstorms. Reports or forecasts of tornadoes indicate that atmospheric conditions are favourable for violent turbulence. An aircraft entering a tornado vortex is almost certain to suffer structural damage. 8.3 FLIGHT PROCEDURES
air italy
A 8.3 24 30 May 10
Since the vortex extends well into the cloud, a pilot inadvertently caught on instruments in a severe thunderstorm could encounter a hidden vortex. Families of tornadoes have been observed as appendages of the main cloud extending several miles outward from the area of lightning and precipitation. Thus any cloud connected to a severe thunderstorm carries a threat of violence. C. Turbulence. Potentially hazardous turbulence is present in all thunderstorms, and a severe thunderstorm can destroy an aircraft. Strongest turbulence within the cloud occurs with shear between updraughts and downdraughts. Severe up and down draughts of comparable intensity, often in close proximity to each other, exist within the thunderstorm and frequently reach speeds in excess of 3,000 ft per minute. Sharp edged gusts with vertical velocities of 10,000 ft per minute have been measured. The horizontal extent of these draughts may occasionally be more than a mile. The top of a developing cell has been observed to rise at more than 5,000 ft per minute. When thunderstorms are associated with frontal conditions, areas of line squall activity can extend for more than 100 miles. The vertical extent of storms will vary considerably, but it is not uncommon for them to penetrate the tropopause and exceed 40,000 ft in temperate latitudes and 60,000 ft in sub-tropical regions. Although an individual cell will usually last for less than an hour, a storm system with new cells developing and old ones decaying, may persist for several hours. Outside the cloud, shear turbulence has been encountered several thousand ft above and 20 miles laterally from a severe storm. A low level turbulent area is the shear zone associated with the gust front. Often, a roll cloud on the leading edge of a storm marks the top of the eddies in this shear and it signifies an extremely turbulent zone. Gust fronts often move far ahead (up to 15 miles) of associated precipitation. The gust front causes a rapid and sometimes drastic change in surface wind ahead of an approaching storm. It is almost impossible to hold a constant altitude in a thunderstorm, and manoeuvring in an attempt to do so produces greatly increased stress on the aircraft. It is understandable that the speed of the aircraft determines the rate of turbulence encounters. Stresses are least if the aircraft is held in a constant attitude and allow to ride the waves. To date, there is no sure way to pick soft spots in a thunderstorm. D. Icing. Updraughts in a thunderstorm support abundant liquid water with relatively large droplet sizes. When carried above the freezing level, the water becomes supercooled. When temperature in the upward current cools to about 50C, much of the remaining water vapour sublimates as ice crystals. Above this level, at lower temperatures, the amount of supercooled water decreases. Supercooled water freezes on impact with an aircraft. Clear icing can occur at any altitude above the freezing level, but at high levels, icing from smaller droplets may be rime or mixed rime and clear. The abundance of large, supercooled water droplets makes clear icing very rapid between 0C and 15C and encounters can be frequent in a cluster of cells. Thunderstorm icing can be extremely hazardous. 8.3 FLIGHT PROCEDURES
air italy
A 8.3 25 30 May 10
E. Hail. Hail competes with turbulence as the greatest thunderstorm hazard to aircraft. Supercooled drops above the freezing level begin to freeze. Once a drop has frozen, other drops latch on and freeze to it, so the hailstone grows sometimes into a large iceball. Large hail occurs with severe thunderstorms with strong updraughts that have built to great heights. Eventually, the hailstones fall, possibly some distance from the storm core. Hail may be encountered in clear air several miles from dark thunderstorm clouds. As hailstones fall through air whose temperature is above OC, they begin to melt and precipitation may reach the ground as either hail or rain. Rain at the surface does not mean the absence of hail aloft. Hail should be regarded as a possibility with any thunderstorm, especially beneath the anvil of a large cumulonimbus. Hailstones larger than a half inch in diameter can significantly damage an aircraft in a few seconds. F. Low Ceiling and Visibility. Generally, visibility is near zero within a thunderstorm cloud. Ceiling and visibility also may be restricted in precipitation and dust between the cloud base and the ground. The restrictions create the same problem as all ceiling and visibility restriction but the hazards are increased manifold when associated with the other thunderstorm hazards of turbulence, hail, and lightning. These combine to make precision instrument flying virtually impossible. G. Pressure Changes - Effect on Altimeters. Pressure usually falls rapidly with the approach of a thunderstorm, then rises sharply with the onset of the first gust and arrival of the cold downdraught and heavy rain showers, falling back to normal as the storm moves on. This cycle of pressure change may occur in 15 minutes. If the pilot does not receive a corrected altimeter setting, the altimeter may be more than 100 ft in error. H. Lightning. A lightning strike can puncture the skin of an aircraft and can damage communications and electronic navigational equipment. Although lightning has been suspected of igniting fuel vapours causing explosion, serious accidents due to lightning strikes are extremely rare. Nearby lightning can blind the pilot rendering him momentarily unable to navigate either by instrument or by visual reference. Nearby lightning can also induce permanent errors in the magnetic compass. Lightning discharges, even distant ones, can disrupt radio communications on low and medium frequencies. Though lightning intensity and frequency have no simple relationship to other storm parameters, severe storms, as a rule, have a high frequency of lightning. I. Static. An understanding of the effect of static electricity on radio equipment is important. It is detrimental to the performance of MF and HF equipment but has little or no effect upon VHF and UHF. On MF and HF, static may cause the signal to noise ratio to be such that communications are impossible. In these conditions navigational aids, such as nondirectional beacons (NDB), must be used with extreme caution due to the fluctuating or erroneous indications that occur. 8.3 FLIGHT PROCEDURES
air italy
A 8.3 26 30 May 10
J. Water Ingestion. Turbine engines have a limit on the amount of water they can ingest. Updraughts are present in many thunderstorms, particularly those in the development stages. If the updraught velocity in the thunderstorms approaches or exceeds the terminal velocity of the failing raindrops, very high concentrations of water may occur. It is possible that these concentrations can be in excess of the quantity of water turbine engines are designed to ingest. Therefore, severe thunderstorms may contain areas of high water concentration which could result in flameout and/or structural failure of one or more engines. At the present time, there is no known operational procedure that can completely eliminate the possibility of engine damage/flameout during massive water ingestion. Although the exact mechanism of these water induced engine stalls has not been determined, it is felt that thrust changes may have an adverse effect on engine stall margins in the presence of massive water ingestion. Avoidance of severe storm systems is the only measure assured to be effective in preventing exposure to this type of multiple engine damage/flameout. During an unavoidable encounter with severe storms with extreme precipitation, the best known recommendation is to follow the severe turbulence penetration procedure contained in the approved aircraft flight manual with special emphasis on avoiding thrust changes unless excessive airspeed variations occur. 8.3.8.1.3 Thunderstorm Avoidance - Limitations of Weather Radar Airborne weather avoidance radar is designed, as its name applies, for avoiding severe weather - not for penetrating it. Whether to fly into an area of radar echoes depends on echo intensity, spacing between the echoes and the capabilities of the aircraft and its radar. It should be remembered that weather radar detects only precipitation drops. It does not detect turbulence. Therefore the radar scope provides no assurance of avoiding turbulence. Neither does it provide assurance of maintaining VMC - clear areas between echoes do not necessarily mean that the aircraft can fly between the storms and maintain visual sighting of them. Pilots should be in no doubt about the functions of airborne weather radar. It is provided to enable them to avoid thunderstorms and not to assist them in penetrating areas of storm activity. Some guidance on the distances by which thunderstorms should be avoided is given in the O.M., part B (use of the airborne radar techniques). More details on avoiding distances are given in the table below:
ALT x 1,000 ft ECHO CHARACTERISTICS GRADIENT of SHAPE INTENSITY RATE of CHANGE INTENSITY Avoid by 10 NM Avoid by 6 Avoid by 5 NM Avoid by 10 NM Echoes Echoes with NM Echoes hooks fingers, with sharp Echoes with strong showing, rapid changes gradients of or shape, height or scalloped edges edges or intensity intensity or other strong protrusions intensifies Avoid all Echoes by 10 NM Avoid all Echoes by 20 NM
020
2023 23 +
ISO-echo produces a hole in a strong echo when the returned signal is above pre-set value. 8.3 FLIGHT PROCEDURES
air italy
A 8.3 27 30 May 10
If flight is over storm clouds, always maintain at least 5,000 ft vertical separation from cloud tops - but note the difficulty of estimating this separation. If aircraft radar is inoperative, avoid by at least 10 NM any storm that by visual inspection is tall, growing rapidly, or has an anvil top. intermittently monitor long range on radar to avoid getting into situations where no alternative remains but the penetration of hazardous areas. 8.3.8.1.4 Procedures and Flying Techniques A thunderstorm should never be regarded tightly. Avoiding thunderstorms is the best policy. The following guidance is offered in respect of thunderstorm avoidance: do not land or Take-Off in the face of an approaching thunderstorm. A sudden gust front of low level turbulence could cause loss of control; do not attempt to fly under a thunderstorm even if it possible to see through to the other side. Turbulence and wind shear under the storm could be disastrous; do not fly without airborne radar into a cloud mass containing scattered embedded thunderstorms. Scattered thunderstorms not embedded usually can be visually circumnavigated; do not trust the visual appearance to be a reliable indicator of the turbulence inside a thunderstorm; avoid any thunderstorm identified as severe or giving an intense radar echo. This is especially true under the anvil of a large cumulonimbus; do circumnavigate the entire area if the area has 5/8 (more than a half) thunderstorm coverage; do remember that vivid and frequent lightning indicates the probability of a severe thunderstorm; do regard as extremely hazardous any thunderstorm with tops 35,000 ft or higher whether the top is visually sighted or determined by radar. 8.3.8.1.5 Techniques If it is found that it is not possible either by visual means or by using radar to avoid flying through or near to a thunderstorm, the following procedures and techniques, evolved from research and operational experience, are recommended: approaching the thunderstorm area ensure that crew members Safety Belts are firmly fastened and secure any loose articles; switch on the Seat Belt signs and make sure that passengers are securely strapped in and that loose equipment is firmly secured. Pilots should remember that the effect of turbulence is normally worse in the rear of the aircraft than on the flight deck; one pilot should fly the aircraft on auto-pilot and the other monitor the flight instruments continuously; select a height for penetration bearing in mind the importance of ensuring adequate terrain clearance. Investigations have shown that although in some thunderstorms there is little turbulence at the lower levels, in others there is a great deal; height is not necessarily a guide to the degree of turbulence; in cruise disconnect the auto-throttle, if engaged, and set the power to give the recommended speed for flight in turbulence, adjust the trim and note its position so that any excessive changes due to auto-pilot or Mach Trim can be quickly assessed; check all flight instruments; ensure that the pitot heaters are switched on. Icing can be very rapid at any altitude and can cause almost instantaneous power or airspeed indication loss; 8.3 FLIGHT PROCEDURES
air italy
A 8.3 28 30 May 10
check the operation of all anti-icing/de-icing equipment and operate all these systems in accordance with procedures; turn off any radio equipment made useless by static; turn the flight deck lighting fully on to minimise the blinding effect of lightning flashes; plan and hold a course to pass through the storm area in minimum time; follow the manufacturers' or operators' recommendations on the use of auto-pilot. If these are not stated, height, Mach, rate of climb or descent and airspeed locks should be disengaged, but the yaw damper(s), if fitted, should be operative. On many aircraft the auto-pilots, when engaged in a suitable mode (turbulence or basic altitude modes), is likely to produce lower structural loads than would result from manual flight. However, if major trim movements occur due to the auto-pilots automatic trim, the auto-pilot should be disengaged; A. continue monitoring the weather radar in order to pick out the safest path. Tilt the antenna up and down occasionally to detect thunderstorm activity at altitudes other than that being flown; be prepared for turbulence, rain, hail, snow, icing, lightning and static discharge. If hail, heavy rain or icing is encountered, switch on the continuous ignition system: avoid flying over the top of a thunderstorm whenever possible. Overfilling small convective cells close to large storms should also be avoided, particularly if they are on the upwind side of the large storm, because they may grow very quickly; turbulence penetration speeds quoted in flight manuals provide a single speed or a speed bracket - increasing height will decrease the buffet margin and up-currents may force the aircraft into buffet; within the Storm Area: - if the aircraft has to be hand flown, one pilot should fly the aircraft regardless of all else; - concentrate on maintaining a constant pitch attitude appropriate to climb, cruise or descent, by reference to the attitude indicators, carefully avoiding harsh or excessive control movements - let the aircraft ride the waves. - do not be misled by conflicting indications on other instruments. - do not allow large attitude excursions in the rolling plane to persist because these may result in nose down pitch changes; - maintain the original heading. - do not turn back once in the thunderstorm. - a straight course through the storm is most likely the quickest path out of the hazards. - do not attempt turns. - turning manoeuvres increase the stress on the aircraft; - do not correct for height gained or lost through up and down draughts unless absolutely necessary; - maintain the trim settings and avoid changing the power setting except when necessary; - restore margins from stall warning or high speed buffet. The target pitch attitude should not be changed unless the mean IAS differs from the recommended penetration speed by more than, say, 20 Kts; - if trim variations due to the auto pilot are large, the auto-pilot should be disengaged. Check that the yaw damper remains engaged; 8.3 FLIGHT PROCEDURES
air italy
-
A 8.3 29 30 May 10
if negative g is experienced, temporary warnings (e.g. low oil pressure) may occur. These should be ignored; - on no account climb in an attempt to get over the top of the storm; - stay on instruments. Looking outside the flight deck can increase the danger of temporary blindness from lightning. 8.3.8.1.6 Take-Off and Landing Problems The Take-Off, initial climb, final approach and landing phases of flight present the pilot with additional problems because of the aircraft's proximity to the ground and because the maintenance of a safe flight path in these phases can be very difficult. Because of the unpredictable nature of turbulence, windshear and local pressure variations in the lower levels of thunderstorms, and the difficulty of measuring or forecasting them, it is not possible to lay down any precise recommendations for aircraft handling in these circumstances. The best advice that can be given to the pilot is that, when there are thunderstorms over or near the airport, he should delay Take-Off or, when approaching to land, hold in an unaffected area or divert to a suitable alternate. 8.3.8.1.7 Conclusions Avoid severe thunderstorms even at the cost of diversion or an intermediate landing. If avoidance is impossible, the procedures recommended should be used. 8.3.8.2 Icing Conditions Wind tunnel and flight tests indicate that ice, frost or snow formations on the leading edge and upper surface of a wing, with a thickness and surface roughness similar to medium or coarse sand paper, can reduce wing lift by as much as 30% and increase drag by 40%. If surface roughness is present (for any reason including ice formations) the airworthiness of the aircraft may be affected and Take-Off should not be attempted unless it has been ascertained that all critical components of the aircraft are free of adhering snow, frost, or other ice formations. In all cases, the Commander has the ultimate responsibility for ensuring that his aircraft is in a condition for safe flight. Under conditions of precipitation, or where moisture can be splashed, blown or sublimated onto critical surfaces in subfreezing weather many factors influence whether ice, frost or snow may accumulate and result in surface roughness. These factors cannot be quantified nor can the effect that surface roughness may have on aircraft performance or handling characteristics. Air tests have indicated that light ice can reduce the one-engine-inoperative climb capability by about 50% while heavy contamination may prevent the aircraft maintaining altitude at V2 with one engine inoperative. Contamination may result in stall flight characteristics becoming apparent before the stick shaker warning operates. During any winter Take-Off, when atmospheric conditions are conducive to contamination, the pilot should be aware that increasing buffet and/or pitch and roll activity may be an indication of premature stall caused by wing contamination. These indications are an immediate signal to recover from an impending stall consistent with ground proximity, regardless of whether or not stick shaker has activated. For Anti ice procedure refer to appropriate section of OM part B.
air italy
A 8.3 30 30 May 10
8.3.8.2.1 Influence of High Ground on Aircraft Icing Frontal systems, particularly warm fronts in winter with vigorous air circulation which become slow moving or stationary due to the influence of high ground, should always be considered a serious hazard. Fronts that stagnate in mountainous areas are liable to orographic lifting which may develop areas of freezing rain, embedded cumulonimbus, intense icing and severe turbulence. The above phenomena may not be evident to a forecaster working from surface observations. Icing may be encountered at very low temperatures where normally none would be expected, and this is accentuated when the air stream is at right angles to the mountain barrier. This condition is also suitable for a wave-like flow beyond the mountains. The high terrain produces or accentuates the vertical motion of air in certain air masses, and the regions of marked uplift may not be located directly over the mountain ranges. Since altitude selection will not always guarantee avoidance of heavy icing, Commanders should consider an alternative route or postpone the flight until the front is well clear of the area. Climb or descent through a well developed front which has stagnated against a mountain barrier can be hazardous for even aircraft with the most modern de-icing or anti-icing equipment. When operating a flight which involves the penetration of stagnant frontal or well developed vertical cloud condition. against mountain barriers, the wisest course is to climb above the cloud before setting course. On descent, rather than descending through the front, maintaining cruising level until clear of the front should be considered. During descent the power output from engine and/or wing de-icers may not be sufficient to maintain adequate protection unless power settings are increased so as to maintain sufficient temperatures. The resulting decrease in rate of descent may require descent to be initiated sooner than usual. 8.3.8.3 Turbulence For turbulence information, refer to Ch 8.3. 8.3.8.4 Wind Shear 8.3.8.4.1 Definitions A. Windshear. Windshear is best described as a change in wind direction and/or speed in a very short distance in the. atmosphere. Under certain conditions, the atmosphere is capable of producing some dramatic shears very close to the ground. For example, wind direction changes of 180 degrees and speed changes of 50 Kts or more within 200 ft of the ground have been observed. It has been said that wind cannot affect an aircraft once it is flying except for drift and groundspeed. However, studies have shown that this is not true if the wind changes faster than the aircraft mass can be accelerated or decelerated. The most prominent meteorological phenomena that cause significant low level wind shear problems are thunderstorms and certain frontal systems at or near the airport.
air italy
A 8.3 31 30 May 10
B. Shear. A sudden and abrupt change in wind direction and/or velocity, which results in the aircraft having a tendency to decrease airspeed and/or under fly the intended approach path. It can result from either a decrease in the headwind component being encountered by the aircraft or an increase in the tailwind component. C. Reverse Shear. A sudden and abrupt change in wind velocity, which results in the aircraft having a tendency to increase airspeed and/or overfly the intended approach path. It can result from an increase in the headwind component or from a decrease in the tailwind component. If after stabilisation on approach a 'shear' condition (reducing headwind or increasing tailwind) is experienced and no counter measures are taken, the IAS will fall and the aircraft will tend to descend below the glide slope. Increased power will be required to recover the situation. When stable wind conditions are reached below the shear layer, a second adjustment, reducing power, will be required in order to re-establish the aircraft in the new stable conditions. If after stabilisation on the approach, a 'reverse shear' condition is encountered (reducing tailwind or increasing headwind) and no counter measures are taken, the IAS will increase and the aircraft will go above the glide slope. Decreased power will be required to recover the situation. When stable wind conditions are reached below the shear layer, a second adjustment, increasing power, will be required in order to re-establish the aircraft in these new stable conditions. 8.3.8.4.2 Detecting Wind Shear Aircraft may not be capable of safely penetrating all intensifies of low level wind shear. Pilots should, therefore, learn to detect, predict and avoid severe wind shear conditions. Severe wind shear does not strike without warning. It can be detected by utilising the following methods and pilots are thus advised to: A. analyse the weather during preflight: - If thunderstorms are observed or forecast at or near the airport, be alert for the possibility of wind shear in the departure or arrival areas; - check the surface weather charts for frontal activity. Determine the surface temperature difference immediately across the front and the speed at which the front is moving. A 10F (5C), or greater, temperature differential, and/or a frontal speed of 30 Kts or more, is an indication of the possible existence of significant low level wind shear; B. be aware of pilot reports (PIREPS) of wind shear. It is recommended that pilots report any wind shear encounter to Air Traffic Control. This report should be in specific terms and include the loss/gain of airspeed due to the shear and the altitude(s) at which it was encountered. Reported shear that causes airspeed losses in excess of 15 to 20 Kts should be avoided. Reported shears associated with a thunderstorm should also be avoided due to the speed with which some storms move across the ground. The storm movement can cause one aircraft to encounter an airspeed increase which may appear harmless whereas the next aircraft can encounter a severe airspeed loss; 8.3 FLIGHT PROCEDURES
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A 8.3 32 30 May 10
assume that severe wind shear is present when the following conditions exist in combination: a. extreme variations in wind velocity and direction in a relatively short time span; b. evidence of a gust front such as blowing dust on the airport surface; c. surface temperature in excess of 80F (25 C); d. dew point spread of 40F (22C) or more; e. Virga (precipitation that fails from bases of high altitude cumulus clouds but evaporates before reaching the ground); D. examine the approach or Take-Off area with the aircraft's radar set to determine if thunderstorm cells are in the vicinity of the airport. A departure or approach should not be flown through or under a thunderstorm cell; E. use the aircraft instruments to detect wind shear; a. if frontal activity does exist, note the surface wind direction to determine the location of the front with respect to the airport. If the aircraft will traverse the front, compare the surface wind direction and speed with the wind direction and speed above the front to determine the potential wind shear during climb-out or approach; b. pilots flying aircraft when INS or groundspeed read-outs are not available should closely monitor their aircraft's performance when wind shear is suspected. When the rate of descent on an ILS approach differs from the nominal values for the aircraft, the pilot should beware of a potential wind shear situation. Since rate of descent on the glide slope is directly related to groundspeed, a high descent rate would indicate a strong tailwind. Conversely, a low descent rate denotes a strong headwind. The power needed to hold the glide slope will also be different from typical no-shear conditions. Less power than normal will be needed to maintain the glide slope when a tailwind is present and more power is needed for a strong headwind. Aircraft pitch attitude is also an important indicator. A pitch attitude which is higher than normal is a good indicator of a strong headwind and vice versa. By observing the aircraft's approach parameters - rate of descent, power, and pitch attitude - the pilot can obtain a feel for the wind he is encountering. Being aware of the wind correction angle needed to keep the localizer needle centred provides the pilot with an indication of wind direction. Comparing wind direction and velocity at the initial phases of the approach with the reported surface winds provides an excellent clue to the presence of,. shear before the phenomenon is actually encountered; F. utilise the Low Level Wind shear Alert System (LLWSAS) at airports where it is available. LLWSAS consists of five or six anemometers around the periphery of the airport, which have their read-outs automatically compared with the centre field anemometer. If a wind vector difference of 15 Kts or more exists between the centre field anemometer and any peripheral anemometer, the tower will let the pilot know the winds from both locations. The pilot may then assess the potential for wind shear. An example of a severe wind shear alert would be the following: Centre field wind is 230 at 7 Kts wind at the north end of Runway 35 is 180' at 60 Kts.. In this case, a pilot departing on runway 35 would be taking off into an increasing tailwind condition that would result in significant losses of airspeed and, consequently altitude.
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A 8.3 33 30 May 10
8.3.8.4.3 Aircraft Performance in Wind Shear The following information provides a basis for understanding the operational Procedures recommended in this section. From a power compensation point of view, serious consequences may result on an approach when wind shear is encountered close to the ground after power adjustments have already been made to compensate for wind. Consider an aircraft flying a 3 ILS on a stabilised approach at 140 Kts indicated airspeed (IAS) with a 20 Kts headwind. Assume that the aircraft encounters an instantaneous wind shear where the 20 Kts headwind shears away completely. At that instant, several things will happen. The airspeed will drop from 140 to 120 Kts, the nose will begin to pitch down and the aircraft will begin to drop below the glide slope. The aircraft will then be both slow and low in a 'power deficient' state. The pilot may then pull the nose up to a point even higher than before the shear in an effort to recapture the glide slope. This will aggravate the airspeed situation even further until the pilot advances the throttles and sufficient time elapses at the higher power setting for the engines to replenish the power deficiency. If the aircraft reaches the ground before the power deficiency is corrected, the landing will be short, slow and hard. However, if there is sufficient time to regain the proper airspeed and glide slope before reaching the ground, then the 'double reverse' problem arises. So, as soon as the power deficiency is replenished, the throttles should be pulled back even further than they were before the shear (because power required for a 3 ILS in no wind is less than for a 20 kts headwind). If the pilot does not quickly retard the throttles, the aircraft will soon have an excess of power, i.e, it will be high and fast and may not be able to stop in the available runway length. When on approach in a tailwind condition that shears into a calm wind or headwind, the reverse of the previous statements is true. Initially, the IAS and pitch will increase and the aircraft will balloon above the glide slope. Power should initially be reduced to correct this condition or the approach may be high and fast with a danger of overshooting. However, after the initial power reduction is made and the aircraft is back on speed and glide slope, the 'double reverse' again comes into play. An appropriate power increase will be necessary to re-establish in the headwind. If this power increase is not accomplished promptly, a high sink rate can develop and the landing may be short and hard. The double reverse problem arises primarily in downdraught and frontal passage shear. 8.3.8.4.4 MicroBursts Of the several types of wind shear, it is the sudden speedy appearance of microbursts and their violence that makes them especially hazardous to aircraft. A microburst is a convective downdraught, usually not wider than 2.5 NM, which spreads out near the ground into opposite horizontal components and contains horizontal wind gradients of up to 80-110 kts. The wind speed difference within a very short distance between the inside and outside of a microburst can be as much as 95 kts. Shear may arise from a change in horizontal wind velocity along the flight path or from the existence of a vertical wind component. 8.3 FLIGHT PROCEDURES
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A 8.3 34 30 May 10
Horizontal shear affects the airspeed and performance only while the longitudinal component is actually changing, whereas even small but constant vertical wind changes continually affect the flight path. Extreme wind effects can so change airspeed and flight path that it may be impossible to recover the situation. This is a particular risk in the Take-Off and landing configurations, with relatively low airspeed and high drag, when close to the ground. These extreme wind effects are associated with microbursts. Simulator studies of microburst effects on aircraft highlight the following: The downflow of a microburst is much greater at height. Lower down the effect is more dominated by horizontal wind shear. Demonstrations of encounters at various points down the glide slope show vividly that there is no simple recovery formula, for the wind effects are differently distributed according to the transit path location. Three phases are, however, always present, with different extremes of effect depending on the penetration profile: an outward flow that may also be rising; a vertical downflow, with maximum flow at the level of the core cortex; an outflow with still some element of downdraught, especially if the microburst is slanted away. The first phase, with increasing IAS and climb is merely destabilising. The second, with rapid descent but less imposed change in attitude and airspeed, is misleading and dangerous the normal relationship between IAS and angle of attack is broken, and pitch does not relate to flight path. The final phase, with gross loss of airspeed and some downward flow remaining, may be beyond performance limits, if there is little height left. It can be seen that the microburst is a potential killer and must be recognised as such. The only effective answer is to ESCAPE (GoAround), not recovery to continue the approach. 8.3.8.4.5 The MicroBurst Accident Prevention The classic thunderstorm downburst or microburst cell has a strong downdraught in the centre of the cell. There is often heavy rain in this vertical flow of air. As the vertical air flow nears the ground it turns 90 degrees and becomes a strong horizontal wind, flowing radially outward from the centre. An aircraft on approach which has not yet entered the cell's flow field will be on speed and on glide slope. As it enters the cell it encounters an increasing headwind. Its airspeed increases, and it balloons above the glide slope. If the pilot does not fully appreciate the situation, he may attempt to regain the glide slope and lose excess airspeed by reducing power and pushing the nose down. Then in a very short span of time the headwind ceases, a strong downdraught is entered and the tailwind begins increasing. The engines spool down, the airspeed drops below Vref, and the sink rate becomes excessive. A missed approach initiated from this condition may not be successful. Note: A missed approach initiated earlier when the aircraft first penetrated the cell would probably be successful since the aircraft was fast and high at this point. 8.3 FLIGHT PROCEDURES
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A pilot of an aircraft equipped with a groundspeed readout would see the tell-tale signs of a down burst cell shortly after he entered it, i.e. rapidly increasing airspeed with decreasing groundspeed. Angle of Attack in a Downdraught. When an aircraft flies into a downdraught, the relative wind shifts so as to come down from above the horizon. This decreases angle of attack, which in turn decreases lift, and the aircraft starts to sink rapidly. In order to regain the angle of attack necessary to support the weight of the aircraft, the pitch attitude must be significantly increased. Such a pitch attitude may seem uncomfortably high to a pilot. However, a normal pitch attitude will result In a continued sink rate. The wing produces lift based on angle of attack - not pitch attitude. Caution should be observed when a pilot has traversed a downdraught and has pitched up sufficiently to stop the sink rate. If the pilot does not lower the nose of the aircraft quickly when it exits the downdraught, the angle of attack will become too large and may approach the stall angle of attack. Climb Performance Aircraft manufacturers have pointed out that their aircraft still have substantial climb performance (generally in excess of 1000 fpm) at speeds down to stall warning or stickshaker speed, Vss. Energy Trade. There are only two ways an aircraft can correct for a wind shear. There can be an energy trade or a thrust change. Historically, most pilots have opted for a thrust change since they had no idea how much an energy trade would benefit them. Further information on the energy of flight therefore is warranted. The energy of motion (kinetic energy) is equal to 1/2 MV2 where M is the mass of the aircraft and V is the velocity. Kinetic energy is directly convertible to energy of vertical displacement (potential energy). More simply put, airspeed can be traded for altitude or vice versa. It is important to note that adding 10% to the speed of the aircraft results in a 21% increase in kinetic energy because of the velocity being squared. This, of course, explains the concern over stopping an aircraft on the available runway when additional speed is added. The following table shows a typical altitude conversion capability of trading 10 or 20 kts of speed for altitude at various initial speeds. Independent of its mass, the capability of the aircraft to trade airspeed for altitude increases as its initial speed increases. ALTITUDE / SPEED CONVERSION CAPABILITY 10 kts Equivalent 20 kts Equivalent Change ALTITUDE Change ALTITUDE From to (ft) From to (ft) 150140 128 150130 247 140130 119 140120 230 130120 111 130110 212 120110 102 120100 195 110100 93 11090 177 Trading Altitude for Speed
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A pilot caught in low level wind shear who finds he is slower than the normal airspeed (even though he has gone to maximum power) could lower the nose and regain speed by trading away altitude. (This is trading potential energy for kinetic energy). However, data shows that the penalty for doing this is severe. A large sink rate is built up and a great deal of altitude is lost for a relatively small increase in airspeed. Therefore, at low altitudes this alternative becomes undesirable. It is preferable to maintain the lower airspeed and rely on the aircraft's climb performance at these lower speeds than to push the nose over and risk ground contact. Trading Speed for Altitude. Conversely, a pilot caught in low level wind shear may pull the nose up and trade speed for altitude, i.e., trade kinetic energy for potential energy. If the speed is above V2 or Vref (as applicable), then this trade may well be desirable. If at or below V2 or Vref, such a trade should be attempted only in extreme circumstances. In doing so, the pilot is achieving a temporary increase in climb performance. After he has traded away all the airspeed he desires to trade, he will then be left with a permanent decrease in climb performance. In addition, if ground contact is still inevitable after the trade, there may be no airspeed margin left with which to flare in order to soften the impact. Wind shear simulations have shown, however, that in many cases trading airspeed for altitude (down to Vss) prevented an accident, whereas maintaining Vref resulted in ground impact. Adding Speed for Wind Shear The possibility of having to trade speed for altitude in wind shear makes it attractive to carry some extra speed. However, on landing, if the airspeed margin is not used up in the shear and the aircraft touches down at an excessive speed, the aircraft may not be able to stop on the available runway. It is generally agreed that if a speed margin in excess of 20 kts above Vref appears to be required, the approach should not be attempted or continued. Difficulties of Flying near Vss. It has been stated that in simulations, wind shear accidents have been prevented by trading speed for altitude all the way down to Vss. There are difficulties associated with flying at or near Vss which should be recognised. These include: the fact that the pilot often does not know Vss; the stick-shaker mechanism may be miscalibrated (especially on older aircraft); the downdraught velocity may vary, which requires a change in pitch attitude to hold speed; the difficulty of flying a precise airspeed in turbulence, which is often associated with wind shear; turbulence may abruptly decrease the airspeed from Vss to Vs. Wind Shear Indications and Action. Early recognition of abnormal conditions and adequate corrective action are important factors in successfully dealing with wind shear. Full use should be made of all aids available, particularly the Glide Slope. There is a need for added caution in undertaking an approach with limited aids in marginal weather conditions. 8.3 FLIGHT PROCEDURES
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A 8.3 37 30 May 10
One pilot should always be on full instrument scan during the final approach to touchdown. No INS equipped aircraft have information available in the comparison of reported surface wind and the clues available from flight instruments. Monitoring rate of descent on the standard glide slope (fixed for a given ground speed) and power settings compared with those normally experienced will give indications of head or tailwind components. Drift angle should also be monitored. Avoidance Recent accidents have highlighted the major wind shear hazards associated with landing while a thunderstorm or cumulonimbus activity is over, or close to, the airfield. The flight crew should be alert for any clues to the presence of windshear along the intended flight path. These include PIREPS, Low Level Windshear Alerting System (LLWAS) Warnings, thunderstorms and Virga (rain that evaporates before reaching the ground). Areas of known windshear which produce airspeed changes greater than 15 Kts, and/or vertical speed changes greater than 500 ft/minute should be avoided. If severe windshear is indicated, delay Take-Off or do not continue an approach. In any case, where a Commander identifies a wind shear greater than 10 Kts at 100 ft or where his rate of descent and airspeed become unstable below 500 ft, he should GO AROUND and make a further approach provided no greater emergency exists. Prevention. If windshear is suspected, be especially alert to any of the danger signals and be prepared for the possibility of an inadvertent encounter. In such cases the following preventative actions are recommended: Take-Off. A. use maximum Take-Off power instead of reduced power; B. use the longest suitable runway; C. be alert for any airspeed fluctuations during Take-Off and initial climb. Such fluctuations may be the first indication of windshear; D. if windshear should be encountered near Vr and airspeed suddenly decreases, there may not be sufficient runway left to accelerate back to the normal Vr. If there is insufficient runway left to stop, initiate a normal rotation at least 2,000 ft before the end of the runway even if airspeed is low. Higher than normal attitudes may be required to lift off in the remaining runway; E. know the all-engine initial climb pitch attitude. Rotate at the normal rate to this attitude for all non-engine failure Take-Offs. Minimize reductions from the initial climb pitch attitude until terrain and obstruction clearance is assured. unless the stick shaker activates; F. should airspeed fall below the trim airspeed, unusual control column forces may be required to minimise pitch attitude reductions. Stick shaker, if installed, must be respected at all times. G. crew co-ordination and awareness is very important. Develop an awareness of normal values of airspeed, attitude, vertical speed and airspeed build-up. Closely monitor vertical flight path instrument-its such as vertical speed and altimeters. The pilot not flying should be especially aware of vertical flight path instruments and call out any deviations form normal.
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Approach and Landing. Select the minimum landing flap position consistent with field length. Add an appropriate airspeed correction (correction applied in the same manner as gust), up to a maximum of 20 Kts. Take immediate positive action - power and attitude in response to deviations. Avoid large thrust reductions or time changes in response to sudden airspeed increases as these may be followed by airspeed decreases. Cross-check flight director commands using vertical flight path instruments. Crew co-ordination and awareness is very important, particularly at night or in marginal weather conditions. Closely monitor the vertical flight path instruments such as vertical speed, altimeters, and glideslope displacement. The pilot not flying should call out any deviations from normal. Use of the autopilot and autothrottle/autothrust for the approach may provide more monitor and recognition time. Recovery. The following action is recommended whenever flight path control becomes marginal below 500 ft on Take-Off or landing. As a guideline, marginal flight path control may be indicated by uncontrolled changes from normal steady state flight conditions in excess of the following: A. 15 Kts indicated airspeed; B. 500 fpm vertical speed; C. 5 pitch attitude; or D. 1 dot displacement from the glideslope. If flight path control has become marginal below 500 ft above the ground, accomplish the following procedure without delay. Simultaneously; aggressively position thrust levers forward to ensure maximum rated thrust is attained; disengage autopilot and rotate aircraft smoothly and at a normal rate to achieve a positive rate of climb. Stop rotation immediately it stick shaker or buffet should occur. Stick shaker may occur at pitch attitudes below the target attitude; do not attempt to regain lost airspeed until terrain contact is no longer a factor; do not change flap or gear configuration until vertical flight path control is assured; keep the scan going. 8.3.8.5 Jetstream For Jetstream definition and information, refer to O.M., part C (Route Manual, Aerad). Commanders must be aware, by-the-way, of the turbulence action that ca be encountered when flying / crossing a jetstream, and the effect on the Ground Speed when flying in an area of known jetstream. 8.3.8.6 Operations in Volcanic Ash 8.3.8.6.1 Flight Flight in areas of known volcanic activity must be avoided. This is particularly important during darkness or daytime meteorological conditions when volcanic dust may not be visible.
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When a flight is planned into an area with a known potential for volcanic activity, it is recommended that all NOTAMs and Air Traffic Control Directives be reviewed for current status of volcanic activity. If volcanic activity is reported, the planned flight should remain clear of the area and, if possible, stay on the upwind side of the volcanic dust. Airborne weather radar systems used on commercial aircraft are not designed to detect volcanic dust and cannot be relied on to do so. In one incident, it was specifically reported that the weather radar was ON with no returns noted. This is consistent with other reports where volcanic eruptions have been visually sighted with no returns observed on the weather radar. However the following have been reported by flight crews: smoke or dust appearing in the flight deck; an acrid odour similar to electrical smoke; multiple engine malfunctions, such as stalls, increasing EGT, torching from tailpipe, flameout, etc.; at night, St. Elmo's fire/static discharges around the windshield, accompanied by a bright orange glow in the engine inlets. Volcanic dust may extend for several hundred miles. If volcanic dust is encountered, exit as quickly as possible. Volcanic dust can cause rapid erosion and damage to the internal components of the engines. In one B747 incident, all four engines lost thrust. Volcanic dust build-up and blockage of the high pressure turbine nozzle guide vanes and the high turbine cooling holes can cause surge, loss of thrust and/or high EGT. Refer to specific Non-normal Procedure in the Operations Manual, part B. It should be remembered that engines are very slow to accelerate to idle at high altitude and that this may be interpreted as a failure to start or as an engine malfunction. Volcanic dust may block the pitot system and result in unreliable indications. In one incident, a 50 kts difference was noted between the two airspeed indicators. If airspeed indications are unreliable or are lost, establish the appropriate pitch attitude as shown in the 'flight with unreliable airspeed' procedure in the AOM (OM Part B). Volcanic dust is very abrasive and can cause serious damage to the aircraft engines, wing and tail leading edge surfaces, windshields, landing lights, etc. Volcanic dust can cause all of the windshields to become translucent, obstructing vision. If this condition should occur, on aircraft with autolanding capability, a diversion to an airport where an auto-landing can be made should be considered. Due to erosion damage to the landing lights, landing light effectiveness will be significantly reduced. Operation into an airport contaminated by volcanic dust should be avoided. If, however, a landing has to be made, it should be remembered that braking efficiency may be seriously eroded by a layer of ash on the runway. If the ash is dry, the landing performance data for a wet runway should be revise. The use of reverse thrust should be limited to the minimum necessary as the blown ash may significantly reduce visibility. 8.3.8.6.2 Ground If an aircraft is to be parked at an airport contaminated with volcanic dust, all available protective covers and plugs should be used and all outflow, inlet and extract valves, bleeds etc. closed. 8.3 FLIGHT PROCEDURES
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A 8.3 40 30 May 10
If possible, the APU should not be used - ground power and air should be used if available. Windshield wipers should not be used for ash removal. Before starting engines, any ash that has settled on the aircraft, especially on exposed lubricated surfaces and in areas where it could penetrate seals or enter orifices on the aircraft, should be re-moved. The engine inlets should be cleaned and, if possible, the area within 8 m of them cleared. The engines should be motored over before start-up for about two minutes to blow out any ash that may have entered. Care should be exercised when taxiing as braking action may be poor. As little power as possible should in any case be used to reduce ingestion of ash and dust. If dust or ash is present on the runway, it should be allowed to settle before Take-Off is initiated. Where possible a rolling Take-Off should be carried out and the power set in the normal way. For a better understanding, refer to O.M., part B. 8.3.8.7 Heavy precipitation For details about heavy precipitation and procedures to comply with, refer to: B737/B757/B767; - O.M. Part. A, Sect. 8.9.; - O.M. Part. B FCOM SP. 8.3.8.8 Sand Storms For details about sand storms and procedures to comply with, refer to O.M. Part. B. FCOM SP 8.3.8.9 Mountain Waves Mountain waves are also known as standing waves. When air flows over a mountain range or even a low line of hills, the motion over and to downwind of the rising ground may be disturbed up to altitudes even above the tropopause in certain circumstances. The hills induce a wave-like oscillation in the airflow over and downstream of them which can extend to all heights in the atmosphere. Mountain waves are formed by the whole troposphere on the upwind side of a mountain moving in one direction roughly at right angles to the range. This can only happen if the atmosphere is relatively stable, the wind speed at ground level is more than 15 Kts, wind speed increases with height, and there is an inversion or isothermal layer just above the mountain range. In these conditions the airflow will follow this basic oscillation will be repeated in the atmosphere downwind and the resultant mountain waves may be discernible even hundreds of miles downwind in the case of a major mountain range, although an average distance is more likely to be 50 to 100 NM, as well, of course, as over the range itself. The wave formation downwind of the range, especially at the lower levels and close to the mountains, may give rise to considerable updraughts and downdraughts and thus be an area of severe turbulence. An aircraft flying in this area, particularly if flying parallel to, or towards, the downwind side of the range can be at very considerable risk. This risk is even greater if rotors, air rolling in cylindrical fashion, develop due to the existence of strong updraughts and downdraughts. Mountain waves are to be avoided and pilots should be alert for indications that conditions favourable to their formation exist. 8.3 FLIGHT PROCEDURES
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There may be visual evidence in the form of cloud of the presence of mountain waves. Mountain waves will often cause the characteristic lenticular (lens shaped) cloud to fond and the presence of such cloud should be regarded as a significant indication of their existence. Another indication may be the sights of a cap of stratus, or more occasionally, roll-shaped stratocumulus, on the mountain range and extending on its downwind side. The presence of roll cloud is in itself a warning that rotors have formed and indicates an area of probable severe clear air turbulence. Severe turbulence may also be expected if the edges of the lenticular, cloud are ragged in appearance. However, it should be noted that mountain waves may be present even if no cloud has formed as the air may not be sufficiently moist for this to happen. It is possible for rotors to be encountered downwind of a mountain range even in conditions which are not favourable to the formation of mountain waves if there is a strong wind blowing at right angles to the mountain range below the height of the mountain and lighter winds above this level. Again, the air mass must be relatively stable. There have been reports of encounters with rotors at levels three times the height of the mountain, giving added point to the advice in Ch 8.1. (Mountain Waves) on the safety altitude to be maintained when entering an area of known or suspected mountain wave activity. Common sense would also indicate that in such an area flying parallel to the downwind side of the mountain range should be avoided and, if it must be crossed, the selection of a route at right angles to the range. 8.3.8.10 Significant Temperature Inversions The general pattern of temperature distribution in the atmosphere is that temperature decreases with height. However, on occasion one of more atmospheric layers can exist in which air temperature increases with height. This condition is known as an inversion of temperature. The inversions of most significance in the operation of aircraft are those which occur in the comparatively shallow layer of air close to the surface of an aerodrome. On clear, calm nights the earth's surface tends to lose heat rapidly through radiation. The air in contact with it in turn also cools by conduction. This cooler air tends to sink and thus does not mix with air at the higher levels. In this way the air at ground level becomes cooler than the air above it, resulting in a temperature inversion which may exist for only a few ft or which may extend to several hundred ft. If significant, this inversion can have a considerable effect on aircraft operating in these conditions. As a result, at some airports liable to be particularly affected, a 'Marked Temperature Inversion Warning' is issued whenever a temperature difference of over 10C is detected between the surface and any point up to 1,000 ft above the aerodrome. Such a low level inversion can affect operations in three ways: A. it can lead to the formation of radiation fog if the air is sufficiently moist; B. it can lead to windshear - an inversion can separate strong winds aloft from calm or light winds close to the surface where the air has become stable. Conversely, in certain conditions a strong low level wind can sometimes develop in a marked inversion of shallow depth; 8.3 FLIGHT PROCEDURES
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C. it can lead to a sudden loss of thrust in the critical initial climb out phase because of the decreased density of the airflow into the engines resulting from the increase in air temperature. An extreme manifestation of this would be experienced by an aircraft taking off at dawn from a coastal aerodrome in the desert and using a runway facing out to sea. The aircraft is likely to be at maximum Take-Off weight for the runway and taking advantage of the relatively low surface temperature following the night's cooling effect. The normal universal night cooling effect is exaggerated by the dry porous nature of the sandy soil which causes it to lose or gain heat quickly. However, the reverse is true of water surfaces which are slow to cool and slow to heat up. Sea surface temperatures are found to vary by less than 10C from day to night. The aircraft in question will thus experience a very marked temperature inversion as it climbs out over the sea with a consequent serious loss of thrust. This situation may well be worsened if it becomes necessary to throttle back to avoid overtemperature at the engines. It is obvious that the loss of an engine in these circumstances could have very serious consequences. Pilots must therefore be alert for the potential presence of a marked inversion and consider its implications for the proposed operation very carefully. Obviously, if a runway is available which will permit the initial critical climb out to be accomplished over land, this should be used. Pilots should also be aware that, at the other end of the spectrum as it were, an intense surface inversion can develop in snow covered polar regions which have become extremely cold during the long winter season when the sun may never appear over the horizon. Such an inversion may even persist throughout the summer due to the snow reflecting a large part of the sun's radiation. 8.3.9 Wake Turbulence Every aircraft in flight generates wake turbulence caused primarily by a pair of counter rotating vortices trailing from the wing tips. Wake turbulence generated from heavy aircraft, even from those fitted with wing tip fences, can create potentially serious hazards to following aircraft. For instance, vortices generated in the wake of large aircraft can impose rolling movements exceeding the counter-roll capability of small aircraft. Turbulence encountered during approach or Take-Off may be due to wake turbulence. 8.3.9.1 Vortex Effects on Aircraft The possible intensity of vortex activity cannot be over emphasised. Light aircraft have encountered forces in excess of their design limits and have broken up and even heavy aircraft have encountered forces close to the maximum control forces available to them. Because the infinite number of factor variations affecting the behaviour of vortices makes it virtually impossible to lay down hard and fast procedures for dealing with them, avoidance of areas where wake vortices are known or suspected to be present should be the objective. Aircraft wakes consist essentially of: A. thrust stream turbulence generated by engine exhaust and propeller was not a serious hazard in isolation at distances greater than 400 to 500 m behind the generating aircraft; and 8.3 FLIGHT PROCEDURES
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B. twin vortices, one from each wing tip generated after the wings have commenced providing lift. The intensity of the turbulence associated with these vortices is directly proportional to aircraft weight and inversely proportional to airspeed and wing-span and thus at its greatest with aircraft taking off (maximum weight and minimum airspeed). 8.3.9.2 Avoidance of Vortices The most important characteristic to remember at all times is that all wake formations are subject to a strong, downward vertical displacement. This displacement continues until the wake either dissipates or reaches the ground. This downward displacement gives rise to the following general rules for avoidance of vortex turbulence. In the absence of sufficient dissipating wind forces: A. in crossing the flight path of a preceding aircraft, it is preferable to cross at a slightly higher, rather than a slightly lower, altitude. This avoids crosswise penetration of the wake; B. in following a large aircraft on approach it is desirable to fly the same, or a slightly high path, never a lower path. For this reason, the use of a common ILS or VASI glide slope by all aircraft is a desirable practice; C. flight directly under, and parallel to, the wake of another aircraft should be avoided, because of the inherent sinking characteristic of the wake; D. parallel flight directly under, and close on either side of, the flight path of another aircraft should be avoided, because of the possibility of partial penetration of the wake; E. Take-Off or landing should be avoided immediately after a heavy aircraft has made a low pass (or missed approach) down the runway in use; F. certain noise abatement and emergency turn procedures require a sharp turn immediately after takeoff. When heavy aircraft are operating, the maximum practical separation time should be allowed between Take-Off to permit dissipation of the high intensity vortices which develop in such circumstances. It can be appreciated how hazardous it could be for an aircraft to penetrate such a vortex while banked at such a relatively low altitude. 8.3.9.3 Wake Turbulence Categorisation Aircraft turbulence categorisation and wake turbulence separation minima are defined ICAO DOC 4444 as follows: AIRCRAFT TURBULENCE CATEGORISATION Super (J) A380 MTOW 560,000Kg Heavy (H) MTOW > 136,000 Kg Medium (M) 7,000 Kg < MTOW < 136,000 Kg Light (L) MTOW <= 7,000 Kg 8.3.9.4 Wake Turbulence Separation Wake turbulence separation minima given below define a minimum separation time between two aircraft during Take-Off and landing to cope with wake turbulence. A. Arriving Aircraft. Heavy behind Super aircraft 3 min/6Nm Medium behind Heavy aircraft: 2 min/5NM, behind Super 3 min/7Nm. Light behind Medium or Heavy Aircraft: 3 min/6 (Medium)-8 (Heavy) Nm, behind Super 4 min/8Nm. 8.3 FLIGHT PROCEDURES
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B. Departing Aircraft. The minimum separation time is 2 minutes (or 3 minutes if Take-Off is from an intermediate part of the runway) for a Light or Medium aircraft behind a Heavy aircraft or for a Light aircraft behind a Medium aircraft. Two parallel runways have no influence each others if they are separated by more than (2,500 ft) and if the flight path of the second aircraft does not cross the flight plan of the preceding aircraft by less than 300m (1,000 ft). Light or Medium behind Super minimum separation is 3 Min, Heavy 2 min. Any category taking off from an intermediate intersection behind Super separation is 4 min. Note: parallel runways, separated by less than 860 are considered single runways C. Departing and landing in Opposite Direction. The minimum separation time is 2 minutes (3 minutes for Super). D. Cruise. Even if the standard separation between aircraft should be enough in order to avoid wake turbulence problems, reports of temporary loose of control have been received by pilot who were flying at the same level of crossing the level assigned to a heavy aircraft even 17 NM ahead. 8.3.9.5 Phraseology. If during the approach a go-around must be performed due to wind shear pilot flying (PF) will state wind shear, go-around ! in order to avoid confusion. In addition to the above concerning R/T phraseology, for the purpose to maintain an adequate separation between aircraft into USA/Canada airspace, the word heavy shall be used following the normal identification call sign (i.e. Air Italy 1234 Heavy). 8.3.10 Crew Members at their Stations 8.3.10.1 Flight Crew During Take-Off and landing, each Flight Crew member required to be on duty on the flight deck must be at his station. Whilst en-route, each Flight Crew member required to be on duty on the flight deck shall remain at his station except when his absence is necessary for the performance of duties in connection with the operation of the aircraft or for physiological needs provided at least one suitably qualified pilot remains at the control of aircraft at all times. In this case he must have unobstructed access to the controls and maintain alertness and situational awareness and the Autopilot must be engaged. Good teamwork consists mainly of mutual initiative, assistance and continuous briefing. Thus it is necessary that Flight Crew members duly inform each other about their intentions and other important facts concerning the flight, such as a temporary discontinuation of lookout, a momentary break of listening watch on normal communication frequencies, handling over of controls, use of auto-pilots, handling of throttles, etc. Whenever a Flight Crew member observes or suspects an irregularity, deviation or anomaly in the operation of the aeroplane or its systems, all Flight Crew members must be advised immediately before analysing the situation further. Since crew composition are constantly changing, it is necessary to facilitate the flight deck teamwork by adherence to standard procedures. 8.3.10.2 Flight Crew Positions It is standard procedure that both pilots seats be occupied by qualified pilots during all phases of a flight. In principle the Commander always sits in the left-hand seat. Exceptions are possible during command course and crew augmentation with first officers.
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By being ready at controls, the pilot responsible for the handling of the aircraft will, in case of an emergency during any phase of the flight, always be in position to immediately take over. Changing pilots seats: Whenever a pilot is replaced on the front seat, this has to be authorised by the Commander. The change-over has to be done quickly and must be so arranged that only one of the pilots seats is empty at a time. Barring exceptional circumstances, there will be no change over of seats below 10,000ft AAL. The auto-pilot shall be engaged during the pilots seat change whenever serviceable and pilot at command must be fully fastened. While flying and/or taxying : Reading below 20,000 ft, is restricted to the minimum. Below 10,000 ft the management of FMS (or similar) is restricted to the essential for the phase of flight. Food and drink should normally be served above 20,000 ft and be taken separately by the two pilots sitting at the controls, so that one pilot can keep watch until the other is ready, thus maintaining an adequate lookout. 8.3.10.3 Allocation of Flight Crew Duties The general allocation of Flight Crew duties during take-off, climb, cruise, descent, approach and landing is underlined in O.M., part B.. Hand-over of controls shall be performed in a definite and unmistakable way. The pilot taking the controls must clearly announce I HAVE CONTROL and the other pilot must answer YOU HAVE CONTROL. In the same way it should be fully clear whos in control of the radio, both in normal, non-normal and emergency situations. The main duties of the Pilot Flying are the control of the aeroplane and its navigation. He shall monitor the aeroplanes attitude and be immediately ready to take over manually. To this end he must have unobstructed access to the controls and maintain alertness and situational awareness. The Pilot Monitoring is to perform all non-flying duties. He is to assist the pilot flying whenever possible in monitoring the flight instruments and in the lookout. He always monitors the pilot flying for signs of incapacitation, especially during the critical stages of the flight such as takeoff and approach/landing and is prepared to take over control at all times. 8.3.10.4 Allocation of Duties in Emergency Depending on the circumstances, the Commander shall allocate specific duties to all flight personnel concerned. It must be clear that the pilot flying shall mainly be responsible for controlling and monitoring flight progress, while other Flight Crew members are performing their allocated duties, e.g. technical handling of troubles, etc. If the Commander is not seated in the left-hand seat (command course, training flights, augmented flights etc.), he will decide about his seating position. 8.3.10.5 Command Course Pilot admitted for command course on the route will use the left-hand seat under the supervision of a designated instructor for take-off, approaches and landing, subject to the discretion of the instructor who still remains in command. 8.3.10.5.1 Initial command course from co-pilot to Commander: During the initial learning phase of the command course program the instructor must for take-off and landing, be in the right-hand seat. 8.3 FLIGHT PROCEDURES
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8.3.10.5.2 Conversion course for Captain (type rating course). The instructor shall supervise a Captain transition course from the observers seat at his own discretion. 8.3.10.6 Augmented Flight Crew 8.3.10.6.1 Seating position In principle, above 20000 ft, a Commander or Co-pilots may occupy any seat. During other phases of flight a Commander shall occupy the left-hand seat unless during command course. 8.3.10.6.2 Distribution of duties Commanders in the right-hand seat and Co-pilots in the left-hand seat during augmentation may act as Pilot Flying or Pilot Monitoring above 20,000 ft. Below 20,000ft only Commanders trained on right hand seat may be seated on the right seat and Co-pilot may only seat in the right hand seat. 8.3.10.7 Cabin Crew During Take-off and landing, during pre-planned emergencies, or whenever so instructed by the commander in the interest of safety, the cabin crew must occupy their allocated crew seats. Where the number of cabin crew exceeds the availability of cabin crew seats the additional crew members will occupy seats in the passenger cabin. The first seats to be assigned in this manner should be aisle seats adjacent to an overwing exit. Where there are additional crew and the passenger cabin is full, the C/A1 must liase with the Commander to ensure the availability of a seat on the flight deck. 8.3.11 Use of Safety Belts for Crew and Passengers 8.3.11.1 Flight Crew Regulations require each Flight Crew member to wear and fasten his seat-belt when at his station. During Take-Off and landing, and whenever required in the interests of safety or by the Commander, each Flight Crew member at his station shall wear and fasten his full safety harness. However, each Flight Crew member, other than the Commander and the Co-pilot, may wear and fasten only his seat-belt if the harness straps interfere with the performance of his duties. At least one pilot must be seated at the controls at all times during flight and must be strapped in with his full safety harness. 8.3.11.2 Other Persons on Board All persons on board Air Italy aircraft shall remain in their seats with their seat-belts fastened whenever so instructed by the Commander, either verbally or through use of the seat-belt sign. Commander can release Cabin Crew to work also if the Seat Belt sign is still ON. 8.3.11.3 Flight in Turbulence 8.3.11.3.1 Pre-flight Crew Briefing It is important to brief cabin crew as early as possible if turbulence is forecast or expected. The ideal time is pre-flight with an update as more information becomes available.
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8.3.11.3.2 In-flight Crew Briefing When approaching an area of known or predicted turbulence or during a turbulence encounter, the Commander should endeavour to give as much warning as possible to passengers by switching on the seat belt sign and by making the appropriate PA announcement. He must then decide what level of service should continue to be given to the passengers and must instruct the cabin crew accordingly. His instructions must be clear and unambiguous especially when he wishes the cabin crew to cease service and strap into their seats. In this latter event, use of the PA system will ensure that a clear undiluted message reaches all the cabin crew members in the shortest possible time. 8.3.11.3.3 Cabin Crew Action A. Seat Belt Sign on in Anticipation of Turbulence. The C/A1 will instruct the passengers with announcements to return to their seats and fasten the seat belts. Cabin Crew will check that: The passengers seat belts are fastened; The overhead lockers are all locked; The toilettes are empty; The trolleys and any loose galley equipment are stowed. Senior Cabin Crew will then reports to the Commander when the passengers are strapped in and receives his instructions as to whether or not cabin service is to be continued. Unless otherwise instructed, service will continue normally; special attention must be paid regarding hot beverages; B. Cabin Crew ordered to Fasten Seat Belts. On the Commander's instructions, either via the PA or the Senior Cabin Crew, the cabin crew must secure all major items of loose equipment, sit down and fasten their seat belts. They will normally remain in their seats until instructed by the Commander but are authorised to use their full discretion in attending to passengers. If a passenger insists on moving despite being reminded of the necessity to remain strapped in, as a matter of policy he should not be prevented but should be warned by cabin crew that they do so at their own risk and to take particular care. C. Actions in case of severe turbulence. In case of severe turbulence Flight Crew will advise Cabin Crew with a PA call-out saying CABIN CREW TAKE YOUR SEATS When out of the severe turbulence area, Flight Crew will advise Cabin Crew with a PA call-out saying CABIN CREW NORMAL OPERATIONS Actions to be undertaken by Cabin Attendants are: go to their assigned stations after having secured trolleys and galleys; strap in and make an announcement to remind passengers to remain seated with seat belts fastened. Only in this case cabin check may be avoided; wait for the following call-out to resume normal duty. 8.3.11.4 Flight Instruction State regulations further require that in an aircraft which is being used for flight instruction, the occupants of seats for which safety harness or shoulder straps are provided shall wear and fasten such safety harness or shoulder straps at all times during such flight. 8.3 FLIGHT PROCEDURES
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8.3.12 Admission to Flight Deck Unless local regulations are more restrictive, the cockpit door will always be closed and locked form the moment boarding is complete to the moment disembarking is complete. For cockpit door operation see appropriate section of OM Part B. No person, other than a flight crew member assigned to a flight, is admitted to, or carried in, the flight deck, while the aircraft doors are closed, unless that person is: (1) An operating crew member; (2) A representative of the Authority responsible for certification, licensing or inspection if this is required for the performance of his official duties; or (3) Personnel cleared to fly seated in the vacant Flight Deck Crew Seat (see point 8.3.13.1); Identification of the aforementioned personnel by checking a valid form of ID (e.g. name badge) is to be made by a member of the operating crew before admission to the Flight Deck is granted. The Commander must be sure that: (1) In the interest of safety, admission to the flight deck does not cause distraction and/or interfere with the flights operations; and (2) All persons carried in the flight deck are made familiar with the relevant safety procedures. The final decision regarding the admission to the flight deck is responsibility of the Commander. Procedures for admission to flight deck are detailed in the CCM (Part B 3.6.1) 8.3.12.1 Flight Deck Discipline and Distractions Non-essential activities such as Operator calls unrelated to safety, the filling out of forms and documents, non-essential communications with other flights etc. should be avoided during critical phases of flight. Sterile Cockpit concept: the Commander must ensure that in general there is no unnecessary conversation or performance of non-essential duties during all critical phases of flight (all ground operations involving taxi, takeoff and landing, and all other flight operations conducted below 10,000 ft AGL). For details and procedures regarding communications between flight and cabin crew refer to the CCM. 8.3.12.2 Power to inspect See Ch 2.5 for admission of Authority inspectors to the fly deck. 8.3.13 Use of Vacant Crew Seats/Crew Rest Three different type of vacant crew seat may be available on Air Italy aeroplanes: Flight Deck Crew seats; Cabin Jump-seats; Crew rest seats (if installed). The carriage of revenue passengers on vacant Flight Deck Crew seats and Cabin Jump seats is not permitted. The carriage of revenue passengers on vacant Crew Rest seats is permitted in special situation and reported to the Company via Captain Report with details. The carriage of NON-revenue passenger ID00 on vacant Cabin Jump seats is permitted. (Auth. Minis. Prot. 41/96907/52/116 and 7559) The Cabin Jump seats that may be occupied are only those that are not essential to be used by the minimum Cabin Crew requirement for emergency evacuation. 8.3 FLIGHT PROCEDURES
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Any person seated on Flight Deck Crew seats and Cabin Jump seats shall be briefed prior to any departure and approach on safety procedures and on use of emergency equipment. Note: Cabin Crew not included in the minimum Crew requirement may sit in the Flight Deck. The bunks (if installed) must not be used during Take-off and Landing. B762: during inflight rest the Commander shall occupy the middle bunk on the left side of the aircraft. Since there is no interphone system in the bunks themselves, should it be necessary to contact the resting pilot, his position is known to all and can be reached quickly and with certainty. 8.3.13.1 Use of Vacant Flight Deck Crew Seats The use of vacant Flight Deck Crew seats is only permitted at Commander discretion. Any person that occupy a vacant Flight Deck Crew seats must be briefed of use of safety equipment relevant with crew seat and general Flight Deck rules. The Commander may refuse the access to the flight deck if, in his opinion, the safety of the aeroplane would thereby be endangered. The following persons are authorised on the Flight Deck seats: Air Italy Ground Engineers following the flight for technical reason; Air Italy Flight and Cabin Crew on-duty or off-duty; Air Italy Flight Operation Personnel; Air Italy Flight and Cabin Crew not yet type rated or certified; Flight Crew Member of known IATA carriers; Any person cleared by the FOPH; Civil Aviation inspectors on duty for the specific flight and authorised. The Commander may refuse the use of Flight Deck seats if the presence of any person including the Civil Aviation inspector would be prejudicial to the safety of the flight. 8.3.13.2 Use by ID00 of Cabin Crew Jump Seats In case of overbooking, transportation of Air Italy passengers with Airline Discount (ID00 = P.A.D.) on free Cabin Crew jump seats may be granted by the Commander provided: the ID00 is in possession of a valid free ticket; the ID00 is properly briefed on safety procedures and equipment and their relevant operating procedures, if applicable. Note: Cabin Crew not included in the minimum requirement may sit in the Flight Deck. Selling of Cabin Crew seats to other than ID00 is not permitted. 8.3.14 Incapacitation of Crew Members 8.3.14.1 General Incapacitation of a crew member is defined as any condition which affects the health of a crew member during the performance of duties which renders him incapable of performing the assigned duties. It can manifest itself in a variety of ways ranging from obvious sudden death to subtle, partial loss of function, not preceded by any warning. A partial incapacitation may be much more subtle to detect than a total one. Incapacitation may occur as a result of: the effects of hypoxia, associated with an absence of normal pressurisation system function at altitudes above 10,000 ft; smoke or fumes associated with an in-flight fire or with contamination of the air conditioning system; food poisoning; being asleep; 8.3 FLIGHT PROCEDURES
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a medical condition such as a heart attack, stroke or seizure or transient mental abnormality; a malicious or hostile act such as assault by an unruly passenger, terrorist action or small arms fire, or lasers. This type of incident can always occur on a flight, not only in cruise and not just by loss of consciousness. Removing a crew member from his seat can be a difficult task. The initial signs of crew incapacitation can be very subtle and may not be immediately obvious to other crew members. Any crew member feeling unwell prior to a flight or in flight should immediately report it so as not to compromise flight safety. It is clear that there are thresholds before a human being contemplates doing this. In the event of a crew member or a number of crew members indicating symptoms of food poisoning, the possibility of a common cause that may produce further crew incapacitation should be taken into account. If, due to incapacitation inflight, the crew complement is reduced below the minimum for the aircraft, an urgency call should be made to the appropriate ATS unit. 8.3.14.2 Detection Typical symptoms of the beginning of incapacitation are: incoherent speech; strange behaviour; irregular breathing; pale or fixed facial expression; jerky motions that are either delayed or too rapid. Specifically, a flight crew member is suspected to be incapacitted if he does not react properly to two successive verbal communications (two communication rule) or if he does not react to any verbal communication in conjunction with a significant deviation from the expected aircraft flight path. 8.3.14.3 Dealing with Incapacitation A. Flight Crew Member incapacitated: The following summarizes the actions to be taken by the other pilolt in order to recover from detected incapacitation: announce I have control to assume control and return the aircraft to a safe flight path and engage the autopilot; take whatever steps are possible to ensure that the incapacitated pilot cannot interfere with the handling of the aircraft. This may involve other flight crew members or cabin crew to restrain the incapacitated pilot (refer to CCM, Part B, Paragraph 4.4 for details about Cabin Crew actions); summon the cabin crew by calling Cabin Crew to Flight Deck over the PA (primary) or by activating the Alert call switch (secondary); consider administering oxygen at 100% plan to land as the nearest suitable airfield, considering all pertinent factors; arrange medical assistance after landing, giving as many relevant details about the condition of the crewmember as possible. B. Cabin Crew Member incapacitated: If a Cabin Crew member, who is part of the minimum crew complement qualified for the emergency duties, is incapacitated, the Senior Cabin Crew member or his delegate shall inform via interphone the Commander for the proper instructions in the case of an emergency occurrence. 8.3 FLIGHT PROCEDURES
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In case the Senior Cabin Crew Member is incapacitated in-flight, he will be substituted in his duties by the highest ranking Cabin Crew Member available on board (taking into account both experience level and seniority), unless otherwise ordered by the Commander. 8.3.14.4 Cabin Crew Actions in case of Flight Crew member incapacitation Refer to CCM, Part B, Paragraph 4.4. 8.3.14.5 Increment of Landing Minima When one pilot is incapacitated (single pilot operations), the minimum RVR must be calculated as per paragraph 8.1, but operations with an RVR of less than 800 m is not permitted except when using a suitable auto-pilot coupled to an ILS, in which case normal minima apply. The Decision Height applied must be 1.25 times the minimum use height for the auto-pilot, if limitations exist. 8.3.14.6 Extra Considerations Pilots are reminded of the importance of always having the rudder pedals and seats adjusted so they are in position to take over immediate control. Be alert at all times particularly when close to the ground during take-off or landing that any deviation from the normal flight path or failure to acknowledge may be due to incapacitation. If the passengers are aware of the problem or notice the aircraft deviating from its planned route, consider making a PA to inform and reassure if time and duties permit. Do not allow the incapacitated crew member to take any other further part in the conduct of flight , even if they feel fully fit. After landing, taxi to a normal, but nearest practical, ramp position if able. If it is the LHS pilot who has been incapacitated the RHS pilot should taxi the aircraft to a safe position on the ramp bearing in mind the limited manoeuvrability from the right hand seat. After the incapacitation incident the crew member must obtain medical clearance before next flight. 8.3.14.7 Policy Instructions on action to be taken in the event of incapacitation must be included in TakeOff and Landing briefings. 8.3.15 Cabin Safety Requirements 8.3.15.1 General The Operator's procedures in respect of such matters as the preparation of the cabin for flight, its in-flight management and its preparation for landing are described in details in the Cabin Crew Publications. The procedures for securing galleys and the cabin itself, and those to be observed when passengers are embarking or disembarking, are also to be found in those Publications. It must be highlighted that the number of the spare life jacket must be checked with particular care. The procedures to be observed when refuelling with passengers on board or in the process of embarking or disembarking are to be found in Ch 8.2 (Refuelling with Passenger on Board). Restrictions on the seating of certain categories of passenger, designed to ensure that passengers are seated where, in the event that an emergency evacuation is required, they may best assist and not hinder evacuation from the aeroplane are set forth in Ch 8.2 (Seat Allocation Procedure).The Senior Cabin Crew is responsible for cabin safety from the time 8.3 FLIGHT PROCEDURES
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the aeroplane is accepted for flight, until all passengers have been off-loaded at the end of the flight. All reasonable measures must be taken to ensure that no person is in any part of an aeroplane in flight which is not a part designed for the accommodation of persons unless temporary access has been granted by the Commander for the purpose of taking action necessary for the safety of the aeroplane or of any person, animal or good item therein. Before going in details, it must be highlighted an area that can have some interference with the safety: the use of the Portable Electronic Devices (PED). 8.3.15.2 Portable Electronic Device (PED) There have been reports of interference to aircraft navigation, communication and flight control systems caused by passengers operated portable electronic devices. The EU OPS 1 and Italian Civil Aviation Authority require that all portable electronic devices are switched off immediately after boarding with the exclusion of the following devices: Hearing Aids; Heart Pacemakers; Electric Razors; Tape Cassette Players; Electronic watches; Personal Life Support Machines; Calculators. The use of electronic devices is allowed on ground with the door open and, with the Commander approval, with the door closed during a long ground delay (ENAC 992632/DG of 22/07/1999). 8.3.15.2.1 Prohibited Devices The following electronic devices may not be used by passengers at any time on board the aircraft and should be completely turned off and not left in Stand by Mode : Radio Transmitters; Remote Controlled Toys; Portable Compact Disc Players; Any Electronic Transmitting Devices. 8.3.15.2.2 Other Devices Other devices may be used after Take off, once the Seat Belt sign has been extinguished, but the device must be switched off when the Seat Belt sign is illuminated before landing. It is not necessary to have these devices turned off if the Seat Belt sign is temporarily illuminated due to turbulence. The list of devices acceptable under the circumstances outlined above includes but is not limited to: Audio or Video Recorders; Audio or Video play back devices; Radio and TV receivers; Electronic Entertainment Devices, except those installed by the airline; Computers or typewriters Note: Personal Computers should never be connected to CD ROM, printers, data entry pad or/and remote controlled mouse or devices (a mouse card may be used). 8.3 FLIGHT PROCEDURES
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8.3.15.2.3 Company Video Walkman (if installed) For some type of aircraft and flights Company Video Walkman certified by the Authority may be used on board of Air Italy airplanes with the following conditions: The system power supply to the passenger seats shall be controlled by a switch and protected by circuit breakers. In order to satisfy FAA/JAA requirements the system must be turned off during TakeOff , Approach and Landing (at or below 20,000ft). The above mentioned power supply system is certified only and exclusively for use with the approved system connected to the power supply only by means of the adapter cable distributed by the cabin staff. Since the adapter cable and the power supply are the same as those normally found in commerce for use with video cameras or other similar devices, passengers shall be instructed, at the time of distribution, that it is absolutely forbidden to connect any electronic devices other than those supplied by the Company. Furthermore, to satisfy the requirements of the FAA/JAA, during Take-Off and Landing, the Video Walkmans must be stowed in the appropriate trolley. 8.3.15.2.4 Requirements An announcement must be done before every take off and before every approach when the No Smoking is turned on. Cabin Crew should carefully and continuously monitor that electronic equipment not authorised is not used. Cabin Crew should ensure that use of any device does not impair any passengers understanding of safety brief. For example persons listening to MP3 players during the safety brief should be asked to cease listening till the end of the brief. The electronic devices authorised by the Commander may be used but before their use the Commander must be advised and the users identified. 8.3.15.2.5 Interference Should it be suspected that a passenger operated electronic device is causing interference with aircraft systems, the following steps should be taken: confirm passenger use of an electronic device; request the passenger to turn off the device; the affected aircraft electronic equipment should be rechecked; confirm that the suspected device is the one causing interference by having it turned on and off several times while the affected aircraft equipment is being monitored (This test is important to show a cause and effect relationship); and if interference is confirmed, request that the passenger turns off the device and keeps it turned off. The Commander of the aircraft may prohibit the use of any passenger operated electronic equipment if he so wishes. 8.3.15.2.6 Notification If an interference, or a suspicious interference, has been caused by a passenger operated electronic device, the Commander must report the occurrence in the technical log and a compile a report to SSP with the following details: aircraft identification (flight number) and type; aircraft position; identification of the affected aircraft equipment and affected radio frequency (if applicable); 8.3 FLIGHT PROCEDURES
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description of the interference effects and degree of severity; note if the interference is observed on another system (if the system is duplicated); seat number of the passenger operating the device; description of the device, make and model number, serial number, and mode of operation (i.e. tape player mode, radio mode, etc.); name and telephone number of passenger operating the device in case the device is required for further testing.
Note: The failure to follow the prohibition is an offence liable to art. 1231 of Navigation Order (Navigation Safety) and the Commander must notify the infringement to the Authority. 8.3.15.3 Pre-flight In order to comply with directive issued by the Italian CAA, a security search, as prescribed in the appropriate Publications, has to be done by the cabin crew members immediately prior to passenger boarding. Before takeoff, after performing the appropriate checks (also named 14 points check), the Senior Cabin Crew, which is responsible for cabin safety, must confirm to Commander that: The passenger compartment contains the requisite emergency equipment in the appropriate stowage(s); The seatbacks are in the upright position and lap straps and/or harnesses are neatly arranged ready for use; Tables are folded and stowed, and any catering secured in its approved area or compartment; Unless the weight and balance for the flight and passenger category will be such that the random occupation of seats is permissible, passenger should be shown, or conducted to their allocated seats. Passenger briefing should be carried out when all passengers are seated, and their attention can readily be gained. Before takeoff, the Senior Cabin Crew will confirm to the Commander that the passengers and Crew are seated and fastened and that all equipment and baggage is properly secured by announcing to him Cabin Secure for takeoff. After this communication, strict inter-phone silence must be observed until release to work advise, unless nonnormal/emergency problems arise. 8.3.15.4 In-flight Whenever the "Fasten Seat Belt" sign is illuminated the cabin staff will ensure that all passengers seat belts are securely fastened and, prior to landing, that all tables are folded away and secured. In the event of turbulence, the Senior Cabin Crew will ascertain from the Commander whether or not the Cabin Crew can continue working, or whether they should secure their equipment and return to their seats. 8.3.15.5 Pre-Landing Before landing, after performing the appropriate checks, the Senior Cabin Crew, must confirm to the Commander that the passengers and crew are seated in their allocated seats with their seat belts fastened and that all equipment and baggage is properly stowed by announcing to him "Cabin Secure for Landing". After this communication, strict inter-phone silence must be observed until the aircraft has landed and has evacuated the runway, unless non-normal/emergency problems arise.
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8.3.15.6 Post Flight Passenger should be instructed to remain seated with their seat belts fastened until the aeroplane has come to a complete stop and the engines have been shut down. Normally a cabin crew member is to open the aeroplane door(s) and remain in attendance with the passengers until an approved escort is available. The Commander is to ensure that local aerodrome procedures do not prohibit pedestrian passengers from traversing the movement area. In order to comply with directive issued by the Italian civil aviation authority, a security search, as prescribed in the appropriate Publications, has to be done by the cabin crew members: Immediately after the disembarkation of passenger; Termination at base. 8.3.15.7 Smoking in Aircraft Smoking is prohibited in any part of the aircraft. 8.3.15.8 Unruly or Violent Passengers See paragraph 8.2.3. 8.3.16 Passenger Briefing Procedures Passengers are verbally briefed about safety matters, parts or all of which may be given by an audio-visual presentation. The procedures in respect of the content, means and timing of passenger briefings are contained in the Cabin Crew Manual. Flight crew members are required to make themselves broadly familiar with these provisions. A safety briefing card is provided at each passenger seat, on which instructions indicate the operation of emergency equipment and exits likely to be used by passengers. 8.3.16.1 Passenger Information on Board It is the Commanders responsibility to maintain contact with his passengers in order to ascertain that they receive the best service possible and are kept informed about the flight. It is unacceptable that passengers are not informed about details of the flight and especially deviations from normal operations. The public address system (PA) is a very effective service tool. It should be used whenever flight deck workload permits to promote greater confidence in the companys service. The Commander may delegate communications to the most suitable crew (either flight crew or cabin crew) to keep passengers informed in a specific language. 8.3.16.1.1 Responsibility for Information As long as the doors are still open, it is the duty of the ground personnel to inform the Commander about delays exceeding 5 minutes. The Commander in turn will provide appropriate information for the passengers, either personally, via the cabin crew member-in-charge or the (Operator) ground staff, e.g. if knowledge of local language is required. In case of delayed boarding, information should be sought from the ground staff if announcements have already been made to passengers (e.g. reason for delay). As soon as the doors are closed, it is the responsibility of the Commander or the designated crew member to inform passengers about all substantial irregularities, such as departure or approach delay, technical troubles, missed approach etc..
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8.3.16.1.2 Co-ordination Announcements should be co-ordinated with the cabin crew member-in-charge in order to avoid duplication of information. Care must be taken not to disturb passengers with routine announcements during the night or while showing movies. Whenever delays or irregularities occur, the flight crew might be busy with handling a situation operationally/technically. Therefore, if a delay or irregularity becomes obvious (e.g. if the aeroplane is returning to the parking or has discontinued its Take-off and is back at taxi speed or prepares for landing shortly after Take-off), the cabin crew member-in-charge shall contact the flight crew on his own initiative. He will seek information on the details of the irregularity to be able to advise the passengers duly, if so required by the Commander. 8.3.16.1.3 Presentation of information Passengers are a captive audience and, as experience has shown, announcements via the PA find a mixed acceptance. Therefore, the Commander (or the designated flight crew member) shall select length, contents and number of announcements so as to make them as pleasing as possible to those who like them and as unirritating as possible to those who dislike them. It is preferable to make rather brief announcements, but to inform the passengers repeatedly. In order to avoid monotony, announcements shall be as varied as possible. The following hints might be helpful: Introduce yourself before the first announcement; stick to facts, use direct and simple expressions and well-known geographical names for position reports; do not use technical terms, which passengers might not understand; be cautious in using humour (Passengers might disagree on what is funny); avoid expressing opinions. Passenger announcement should be made in a positive manner as far as possible. Expressions which could scare the passengers, such as bad weather, heavy turbulence, etc., should be avoided when informing about weather conditions. A delay shall not be mentioned repeatedly. After one announcement and one apology, further information should refer to remaining flight time or ETA only. The cabin crew member-in-charge will automatically include an apology in the welcome speech if a flight is delayed substantially. Announcements from the flight deck shall normally be made in the two languages. It is recommended to delegate announcements in languages in which one is not sufficiently fluent. In such cases co-ordination may be necessary with the cabin crew member-in-charge. 8.3.16.1.4 Procedures for Normal Operation As soon as feasible after Take-off, the Commander shall inform the passengers about flight plan, weather en-route and other information deemed necessary. Subsequent announcements should state additional en-route information, e.g. flight progress, points of special interest, leaving/ reaching coastlines on ocean flights, etc. These information shall normally also be made in IMC. Final announcement should be made when the destination actual weather report has been received and the traffic situation at the landing aerodrome can be better judged concerning possible arrival delays etc. 8.3 FLIGHT PROCEDURES
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Information and explanation about the following special circumstances should comprise at least: anticipated turbulence; deviations from the intended plan of operations which are of interest to the passengers. 8.3.16.1.5 Procedures for Abnormal Operation Suitable information should, if possible, be transmitted before passengers start impatient inquiries, but not before a sound explanation of the circumstances can be given. Information should be based on the following principles: Reasonable and realistic statement of duration of a delay. Once a defined time has been given, this time should in no case be extended further without informing the passengers accordingly. If no time statement can be made, the passengers should be told so. In case of prolonged delay, the Commander should inform the Passengers through the Cabin Crew Member-in-charge of all arrangements in such a way that absolutely no misunderstandings between Commander, Cabin Crew Members and Passengers will arise. During extended ground stays in case of irregularities, personal contact between Crew and Passengers may advantageously assist in handling the situation. It is of great importance that the Commander and Station personnel are always informed where the other Crew Members and passengers can be contacted. Changes of departure time should be transmitted to these groups as soon as practicable by the station personnel. When a diversion becomes necessary, passengers shall be informed as soon as possible and be advised that their onward transportation or accommodations will be arranged by ground personnel. Such transmissions are subject to flight deck workload and are normally not made later than 20 minutes prior to estimated time of arrival. 8.3.16.2 Routine Passenger Briefing 8.3.16.2.1 Normal briefings A. Before take-off (to be performed as soon as practical). Passengers should be advised to read the safety cards, which must be readily accessible to each passenger and should contain instructions, restrictions and location information regarding: Seat belts; emergency exits; life-jackets; oxygen masks; smoking regulations; use of electronic devices. In any case passengers are to be briefed on: smoking regulations; back of the seat to be in the upright position and tray table stowed; location of emergency exits; location and use of floor proximity emergency escape path marking (when applicable); stowage of hand baggage; 8.3 FLIGHT PROCEDURES
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restrictions on the use of portable electronic devices; location and contents of the safety cards.
B. After take-off. Passengers are reminded of the following if applicable: smoking regulations, with particular reference to its prohibition when visiting the toilets; use of safety belts and/or safety harnesses. C. Before Landing. Passengers are reminded of the following if applicable: smoking regulations; use of safety belts and/or safety harnesses. re-stowage of hand baggage; back of the seat to be in the upright position and tray tables stowed; restriction on the use of electronic devices. D. After Landing. Passengers are reminded of the following: refrain from smoking until they have entered a clearly defined smoking area; use of safety belts and/or safety harnesses until aircraft stop. 8.3.16.2.2 Demonstrations Before Take-off passengers will receive a demonstration of the following: A. Safety Belts. Demonstration of the use of safety belts and/or safety harnesses, including how to fasten and unfasten them. B. Oxygen Equipment. The location and use of oxygen equipment if required. Passengers must also be briefed to extinguish all smoking material when oxygen is being used. Demonstration is compulsory for flights: above FL 250; where the minimum flight altitude on any part of the route is more than 14,000 ft; or with a flight time exceeding two hours. C. Life Jackets. The location and use of life jackets if required. A life Jackets demonstration for passengers must be made before Take-off: whenever there is water within 500 m after runway end (along its axis); if any part of the flight will be over water at a distance of more than 50 NM from the shore.Briefing in Emergency In an emergency during flight, passengers are instructed in such emergency action as may be appropriate to the circumstances. Proper briefing of passengers is most important to prevent shock or panic. It is of special importance that the Commander performs the passenger briefing personally. He shall explain the situation in a calm and professional manner so as to encourage the passengers to have confidence in the crews ability to cope with the emergency. Only if conditions prevent the Commander from informing the passengers himself, he may designate and brief another crew member to perform this duty. The detailed briefing by the cabin crew members shall include instructions as appropriate, depending on the circumstances. 8.3 FLIGHT PROCEDURES
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Ref. also the Operations Manual, part B. 8.3.17 Procedures for aeroplanes operated whenever required cosmic or solar radiation detection equipment is carried Air Italy aircraft are not equipped with instruments to measure and indicate continuously the total dose rate of total cosmic radiation and cumulative dose on each flight. For this Air Italy aircraft are limited to operate at a maximum flight level of 49,000 ft. 8.3.18 Policy on the use of autopilot and auto throttle Air Italy primary goal is safety, so use of autopilot and autothrottle must be maximized anytime the operational situation and the environment so require. Refer to FCOM for system limitations. 8.3.19 Overweight Landings The maximum structural landing weight is a Flight Manual Limitation which must be observed unless a delay to jettison or burn off fuel would expose the aircraft and/or its occupants to additional hazard. On no account may overweight landings be made for commercial reasons. Aircraft are certified and may land without damage at the maximum landing weight with a descent rate of 10 ft/sec (600 ft/min) and at the maximum take-off weight with a descent rate of 6 ft/sec (360 ft/min). If an overweight landing is made, landing performance must be assessed for the actual weather conditions and runway at the anticipated landing weight. Details of the overweight landing must be recorded in the Aircraft Maintenance Log and a Flight Crew Report submitted 8.3.19.1 Overweight Landing with B-757/B-767 Overweight Landings may be safely accomplished by using normal landing procedures and techniques. There are no adverse handling characteristics associated with heavier than normal landing weights. If VREF 30 is within 10 knots of the Flaps 30 placard speed, use Flap 25 and VREF 25 for the normal landing condition. Landing distance is always less than takeoff distance and brake energy limits will not be exceeded for flaps 25 or 30 landings at all gross weights. Analysis has determined that, when landing at high gross weights at speeds associated with non-normal procedures requiring flaps set at 20 or less, maximum effort stops may exceed the brake energy limits. The gross weights where this condition can occur are well above maximum landing weights and should be considered only when a failure occurs after take off and the crew elects to return and land overweight with flaps set at 20 or less. For these non-normal landings, maximise use of the available runway for stopping. Observe flap placard speeds during flap extension and on final approach. In the holding and approach patterns, manoeuvres should be flown at the normal manoeuvre speeds. During flap extension, airspeed can be reduced by as much as 20 knots below normal manoeuvre speeds before extending to the next flap position. These lower speeds will result in larger margin to the flap placards, while still providing normal bank angle manoeuvring capability, but will not allow for a 15 degree overshoot margin in all cases. Use the longest available runway, and consider wind and slope effects. Where possible avoid landing in tailwinds, on runways with negative slope, or on runways with less than normal braking conditions. Do not carry excess airspeed on final. This is especially important when landing during an engine inoperative or other non-normal condition. At weights above the maximum landing weight, the final approach maximum wind correction may be limited by the flap placards and load relief system. 8.3 FLIGHT PROCEDURES
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The Autoland System should NOT be used for overweight landings being certified only for Maximum Landing Weight (MLW). 8.3.20 Companys Procedures and Techniques The following instructions must be considered as a baseline for Air Italy operations. If necessary, deviation from the present paragraph are acceptable. Deviations from the present Companys Procedures and Techniques can be done by: The Flight Operations Post-Holder through a temporary revisions and/or internal communications; The Commander of a specific flight for that particular flight only. In this case the Commander is required to motivate the reason of the change to the Flight Operations Post-Holder if asked to do so. 8.3.20.1 Flight Deck Procedures. Although the Commander holds final responsibility all other crew members must monitor and assist the Commander in decision making and in obtaining information on which decisions can be made. A Commander must afford the opportunity for other crew members to question his decisions. It is important that a spirit of co-operation should exist between Flight Crew and Cabin Crew. Both sides have a vital contribution to make and this fact must be recognised. Successful operation of an aeroplane is the responsibility of all crew members. 8.3.20.1.1 Crew briefing. The Crew Briefing must be done in the appropriate locals before starting the operations (preliminary checks) on board the aeroplane. It must last 10-20 minutes and it must cover, but not limited to, the following topics: Assigned positions and duties; Commercial information and recommendation; Review of emergency situation; Weather information; Assistance to the passengers; Allocation and use of Emergency and Safety Equipment; Special instructions. All the crew members (flight and cabin) should be present during the Crew Briefing. In exceptional circumstance Crew Briefing can be performed on the aeroplane before boarding. 8.3.20.1.2 Onboard Flight Crew and Cabin Crew should inform each other of any relevant items which are unserviceable or missing with reference to the Technical Log (ATL) or Cabin Defects book (CDB). Ensure the Security Check is completed and reported to the Commander. Cabin Crew has to inform the Commander when the aeroplane is ready for boarding. The Commander will give the clearance to start boarding directly to the Ramp Agent or through the Senior Cabin Crew. From the point at which the Senior Cabin Crew leaves the flight deck having given the cabin secure check, communication between the Flight Deck and Cabin Crew should only be conducted via Interphone for urgent information. Cabin Crew will remain in full harness from that point until after take-off when the Cockpit appropriate call or the released to work signal will be received.
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8.3.20.1.3 During Flight Whenever conditions allow, the Flight Crew should be offered drinks soon after take-off, and at further intervals during flight. The Flight Crew should not be demanding about drinks, or feed, especially at times of high Cabin Crew workload. Common sense is expected from both parties. If unexpected turbulence is encountered the Commander must inform the Cabin Crew immediately, and tell them whether the service should be continued or not. Any unusual occurrence either audible, visual or commented on by passengers must be reported to the Commander immediately. Flight Crew should be aware that this may result in trivial occurrences being mentioned but this is preferable to serious problems not being reported. Cabin Crew should inform the Flight Crew in plenty of time for any requirements that need passing over the radio e.g. wheelchair, bar uplifts etc. The Commander should warn Cabin Crew of any expeditious approaches as this has implications for the Cabin Crew in safely completing the cabin service and preparing the cabin and passengers for lending. A recycling/setting of the No-Smoking Signs switch will be given by the Commander at about 10.000 ft descending meaning that Cabin Crew members should prepare the Cabin for landing. Giving a Cabin Secure signal signifies that the Cabin Crew have stowed the trolleys following completion of the service and that the passengers are briefed with their seatbelts secured. At any time after this signal is given the Cabin Crew are able to immediately complete their final check of cabin security and adopt their own strapped in, seated positions on receipt of the landing warning. In abnormal situations where the presence of the Senior Cabin Crew is urgently required in the flight deck, this can still be achieved by the attendant call system or by a PA to that effect N1 to the flight deck. 8.3.20.1.4 After Landing Flight Crew should be informed when all passengers have disembarked. If any crew member is finishing duty before the rest of the crew the Commander should be informed to enable him to meet the new crew member, and to check that the flight report reflects the change. 8.3.20.1.5 Flight Deck Safety Procedures A Cutlery on the Flight Deck Great care must be taken of cutlery on the flight deck. A lost item could cause a serious situation if it should find its way into the mechanism of the flight controls. Any loss on the flight deck of cutlery or similar items must be reported in the Technical Log. B Spilled Liquids on the Flight Deck Spilled liquids could be a serious safety hazard if leaks into the many electrical areas of the Flight Deck. The Cabin Crew have been instructed to ensure that all items of food or drinks to be passed to the pilots at the control behind their shoulders. Glasses must be half full to avoid spillage in case of turbulence. Flight Crew are also reminded of the possible corrosive effects of spilled salt and of the possible damage which may be caused by spilled sugar. Any device containing mercury, or quicksilver must not be handled on the Flight Deck. Any spillage on the flight deck which might have harmful consequences must be reported in the Technical Log. 8.3 FLIGHT PROCEDURES
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C Loose and Magnetic Objects on the Flight Deck Attention is drawn to the risk of having loose parts lying about the flight deck. Several incidents have occurred because such parts have fallen down and blocked controls etc. Blocking has also been caused by nuts, bolts etc., coming loose in-flight and falling down on the flight deck. If this occurs, every effort must be made to find the object(s) and, if unsuccessful, an entry has to be made in the aeroplane technical log so that a thorough search can be effected on the ground. As a rule, no loose objects that are not known to be absolutely non-magnetic may be placed closer to the magnetic compass than about 75 cm. 8.3.20.2 Normal Procedures and Techniques 8.3.20.2.1 General In order to avoid any misunderstanding on the flight deck or with ground personnel, the following policy applies: in all flight deck drill procedures such as use of checklist, orders/call-outs according to flight procedures, the English language must be used; for general briefings, e.g. take-off briefing, approach briefing etc., the English language shall be used, except for the provisions of para 0.1.4 of this Manual; the standard terminology and signals laid down in the Operations Manual shall be applied; in case of language difficulties with ground personnel, any suitable language may be used. 8.3.20.2.2 Pre-flight Procedures A. Organisation A pattern of preparation to avoid omissions and wasted time should be developed. All items of equipment and documentation must be at hand on the flight deck to avoid a last minute rush or disruption in the cabin for forgotten items. Flight Crew must take care of the cockpit Documents and Publications keeping them in good shape and order. Last minute problems such as passenger or galley loading, maintenance discrepancies, changes to weather, traffic or runway should be brought to the attention of the Commander. B. External Pre-Flight Checks. If not otherwise specified in the AFM, external pre-flight checks will be normally conducted by the PF. Note: The external pre-flight check has not to be confused with the Transit check that is a more deep inspection. The external inspection must be carried out before every departure with the use of checklist, wearing the appropriate fluorescent jacket and in accordance with the Operations Manual Part B. C. Internal Pre-Flight Checks. The internal pre-flight checks must be carried out in good time in order that rectification on any unserviceability dealt with as soon as possible. Technical Log Folder (pad) shall be checked for MEL, expiring inspections and any open items that may affect the flight. D. Before start Checks Cockpit preparation Partial checks and setting up the departure routing in anticipation of the next crews requirement should not be done except when a long delay must be recovered. In such a case an appropriate briefing within the two crews must be done. E. Companys Cost Index (C.I.) 8.3 FLIGHT PROCEDURES
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Cost Index (C.I.) is a fundamental input for the computation of the ECON Speed / Mach. ECON Speed and ECON Mach reduce the total cost of the flight in terms of flight time and fuel consumption (and not only in term of fuel saving). Recommended cost indexes for each flight phase are reported in the OFP of Air Italy Flights. If not specified, refer to Sect. 8.1.7. It is Commander judgement to select different C.I. if required / needed to do so. F. Evacuation Switch ( if installed ) Evacuation command can be activated in almost all aircraft either by the Commander or Cabin Crew, depending on the position of the Evac switch (CAPT or C/A1/CAPT)(if installed). F. Taxing Taxiing procedures, standards and techniques are specified in OM Part B (FCOM). It is highly recommended to perform the before take-off instruments at parking before taxi. As a general rule, when taxiing the Flight Crew: should maintain a speed that permit easy and timely reaction; should operate the engines at idle or near idle; must maintain a good look out throughout the entire taxi; must not ride the brakes since brakes wear or brakes hot temperature occur when high number of applications have been made; the use of thrust reverse, unless in emergency, is not allowed out of the runways to avoid F.O.D. damage. The PM must place the feet on rudder, without interfering the handling, but ready to take over immediately the aircraft from PF if necessary. For a better understanding refer to O.M., Part A Ch 8.2 Warning Push back using reverse thrust is not authorised. G. Before Takeoff Checks In addition to the checks reported in the Operations Manual, part B, the flight crew must advice through P.A.( Cabin Crew, be seated for Takeoff ) all the Cabin Crew Members of the imminent takeoff.. 8.3.20.2.3 Take Off. During T/O the crew must strictly adhere to the procedures stated in OM Part B. To avoid any possible misunderstanding the communications must be done using the standard words and loud and clear voice. The PM must place the feet on rudder and hands on flight command, without interfering the handling, but ready to take over immediately the aircraft from PF if necessary. 8.3.20.2.4 Flight Management. A. Climb checks In addition to O.M., part B, unless operational reason dictate different, during the climb, when crossing 10,000 ft, the Pilot Flying will perform / ask to perform the following check: speed change from 250 kts to the climb speed; switch the altitude selector knob from 100 ft to 1,000ft (if applicable); Aeroplane pressurisation: check if working normal; TCAS: check TA/RA position; Anti-ice system, ignition system and radar: select as needed. Switch off all landing lights. 8.3 FLIGHT PROCEDURES
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B.
C.
D.
E.
F.
Unless operational reason dictate different, when crossing 20,000 ft climbing the Pilot will switch off / ask to switch off the Seat Belt On sign. Crew Coordination A two pilot operation is largely one of monitoring. In addition to the allocated duties both pilots must monitor the aeroplane's flight path visually and through the instruments, the central warning system, all clearances and where possible radio communications, radio selections, identification of beacons, and actions carried out to achieve a safe expeditious operation. Both pilots must monitor receipt of the ATC departure clearance and must cross-check this against Nav Log (OFP), displays and FMS. FMC and navaids use. At the pre-flight stage, the routing entered into the FMC must be cross-checked against the Nav Log (OFP) by both pilots. Similarly both pilots must confirm entry of the correct SID on receipt of the clearance from ATC. Once airborne, route modifications, STARS etc. must again be cross-checked prior to execution. Always confirm data displayed by the FMS conforms to published routings and profiles. In the event of a discrepancy, ensure that the published routing/profile is flown, using raw data if necessary. Similarly, always confirm navaid tuning, especially during the departure and approach phases of flight. Autopilot Operations. Operations with Autopilots must be monitored by both pilots and crosschecked on the appropriate instruments ensuring that the commands are properly executed by the aircraft. Raw data must be continuously monitored for coherence with Autopilot/Flight Director performances. No form of autoflight is considered a substitute for the pilot at controls. Although the reliance upon any autoflight function is safe, readiness for instant manual take-over is permanently required. For further specific use of Autopilot/Flight Director/Auto-throttle/Auto-thrust functions refer to para Ch 8.3.18 of this Manual. System status monitor. Both crew members must be aware of aeroplane systems status and will monitor any actions which may cause the status to change. Descent checks Unless operational reason dictate different, when crossing 20,000 ft descending the Pilot will switch on / ask to switch on the Seat Belt On sign, if not already on. Unless operational reason dictate different, when crossing 10,000 ft descending, in addition to the procedure reported in the Operations Manual, part B, the Pilot will perform / ask to perform the following check: Speed changed form descend speed to 250 kts; Instrument panel: switch the altitude selector knob from 1,000 ft to 100ft (if applicable); Anti-ice system, ignition system and radar: select as needed. Landing lights on
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8.3.20.2.5 Standard procedures for Non Precision Approach. Approach, Landing and Go Around. Even if GPS navigation and the procedure is stored and confirmed in the database, at least one raw data backup must be available and used at all time to confirm the FMC position. If these conditions are not met the flight shall proceed on conventional radio navigation. For designated type of aeroplanes the navigation mode of the flight management system may also be used for final approach navigation. Detailed procedures are stipulated in the respective Operations Manual, part B and C. For non precision approaches Air Italy standard technique refer to Normal Procedures. A go around must be promptly initiated at: MDA (see below for proper value to be set) and or MAP; Time to threshold elapsed; The navigation aid located in the airfield area is passed; whichever occurs first. The approach should be flown as close as possible to 3 glide path in order to perform a final visual segment stabilised for landing. To give a sufficient space to transit from continuous descent to go around and than avoid to go below MDA the Non Precision Approach MDA (except for circling) has to be set at computed or published MDA A. Landing Checks Refer to OM Part B FCOM NP B. Stabilised approach. Air Italy Flight Crew must perform a go around whenever the aircraft it is not stabilised on final approach. C. Wind components during landing Cross wind components are normally those quoted which have been demonstrated as within the capability of average pilot skill, but do not take account of other factors such as lack of pilot experience, extreme gustiness, slippery runways, or other adverse meteorological conditions or aeroplane unserviceabilities. During landing phase, the wind to be considered must be that passed by the Tower. Whenever wind conditions are critical, ATC should be requested to report the surface wind continuously during an approach. D. Go Around In case of go around the Commander must report on captain report the event and advise the passengers as soon as possible for intentions. 8.3.20.2.6 After Landing. A. Use of reverse. Reverse thrust should be used as indicated in type specific manuals and related procedures. Is Air Italy policy maximum use of reverse unless prescribed by local regulations or doubt of presence of FOD on the RWY. Before electing not to use standard reverse thrust the following points should be considered: The difficulty of forecasting the onset of aquaplaning; The difficulty of detecting degraded brake performance and the consequent adverse effect on aeroplane deceleration.
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B. After Landing Checks. The after landing Checks should be carried out after the aeroplane has cleared the runway or during a backtrack and after the taxi route has been established, not during the later stages of the landing roll. C. Parking and Securing. When parking extreme caution has to be applied on surrounding obstacles and the speed must be kept at minimum. Where permitted, self parking is allowed. In case of dock system failure follow a qualified marshal signals for parking. In this case self parking is not authorised. The crew must leave the aircraft in perfect order storing all documents and Publications in the appropriate manner and in the right place. The aircraft must not be left unattended. The crew must wait for the next crew or the technical personnel before leaving the aircraft. If this is not possible the flight crew must secure the aircraft and leave the aeroplane with no electrical sources and/or engines running on and with all the doors and cargo doors closed. 8.3.20.3 Non-normal/Emergency Procedures and Techniques 8.3.20.3.1 General A non-normal and/or emergency situation is a circumstance or set of circumstances developing during the flight or on the ground which in any way might result in a situation requiring special handling to ensure the safety of passengers on the aircraft. They can be categorised as the following: o Pre-planned non-normal/emergency: where the time factor is such that the Commander can brief the Senior Cabin Crew and cabin preparation and passenger briefing can be achieved. The initiation of the procedure will be either: (i) via P.A. with the call: N1 to the flight deck or (ii) via interphone Alert Call. o Unplanned emergency: where a little or no prior warning are available and result in an unplanned evacuation. Flight Crew will inform Cabin Crew of this situation through P.A. with one of this two sentences: N 1 to the flight deck (time available) or via interphone Alert Call It worth noting that, after this message, the Flight Crew will give either the order to evacuate or the information that emergency situation is over. Whenever possible, the Commander must brief the Senior Cabin Crew, which must include (but not limited to): Nature of the emergency; Intentions of the Commander; Time to landing; Special instructions. The acronym used to keep in mind the above points is NITS. The end of an emergency order is given: (i) In flight via P/A with: Normal Operations (ii) On the ground via P/A with: Normal Operations 8.3 FLIGHT PROCEDURES
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If the emergency arise from passengers cabin the cabin crew will advise the flight deck via Alert call on cabin handset. 8.3.20.3.2 Non-normal/ Emergency Procedures and Communications The standard Non-normal/ Emergency procedures and communications can be found in the Cabin Crew Manual. Flight crew should notificate to passengers via P.A. (workload permitting) the intended (if any) emergency landing. Anyhow, it worth highlighting few order that can be said by the Commander: De-plane: this is an order given via PA. Commander will inform Cabin Crew about Cabin Luggage or other info. Passenger will disembark via standard exits (finger, steps); Imperative: when a Cabin Crew communicates via inter-phone to the Flight Deck a sentence containing the word Imperative (Imperativo, in Italian language), it means that there is the presence of a potential hijacker on board; Brace, Brace!: prior to an emergency landing or ditching, Commander must order to all passengers and crew to brace for the imminent impact. This is the way to order to everybody to assume the correct position; N1 to the flight deck: Means that an emergency descent is terminated or that a pre planned non-normal situation is present. Cabin Crew to the flight deck: Means that theres a pilot incapacitation. 8.3.20.3.3 Catastrophic Situation Evacuation is usually ordered by the Flight Deck. However some situations like: Aircraft on fire; Ditching; Severe structural damage or unusual aircraft attitude; may require Cabin Crew initiative to order an evacuation to the passengers. 8.3.20.3.4 Detailed Cabin/Cockpit Evacuation Procedures A Cockpit Crew Evacuation Procedures Refer to QRH (OM Part B vol. 3). B Cabin Crew Evacuation Procedures Cabin Crew-Assigned Areas for Evacuation CABIN CREW ASSIGNED DOOR ASSIGNED ASSIGNED DESIGNATION JUMPSEAT AREA SENIOR CA / CA1 DOOR 1 LH FWD FWD OUTBOARD CABIN CREW DOOR 1 RH FWD INBOARD FWD CABIN CREW DOOR 2 RH MID INBOARD MID CABIN CREW DOOR 2 LH MID MID OUTBOARD CABIN CREW DOOR 3 RH (767 MID INBOARD MID only) CABIN CREW DOOR 3 LH (767 MID MID only) OUTBOARD CABIN CREW DOOR 4 RH AFT AFT CABIN CREW DOOR 4 LH AFT AFT On 737 only door 1 and 4 are applicable 8.3 FLIGHT PROCEDURES
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Cabin Crew-On Ground Evacuation When the cabin receives the order to evacuate (EVACUATE, EVACUATE), each cabin crew member must proceed as follows: Stand up and shout: Unfasten seatbelts; Outside conditions: check; If outside conditions are safe: Door in armed position: open firmly and pull red manual inflation handle to anticipate any kind of inflaction failure; Shout: Come this way; If door does not open automatically open manually. Slide (or Slideraft) deployment: check full deployment. It takes approximately 5 seconds for the slide (or slideraft) to deploy. Note: The red, manual inflation handle is located on the right-hand side of the slide (or slideraft) girt extension; Order: EVACUATE, EVACUATE; Expedite Passenger Evacuation: If the slide (or slideraft) becomes unserviceable: - stop passenger evacuation; - redirect passengers to another usable exit; Check Total zone evacuated Cabin crew: evacuated; direct passengers away from the aircraft: If outside conditions are unsafe: - block exit door; redirect passengers to nearest usable exit. D Cabin Crew-Evacuation on Water When the cabin receives the order to evacuate (EVACUATE, EVACUATE) or Common Sense, each cabin crew member responsible for Main doors, must proceed as follows: Distribute if not previously done children Lifevest:; Stand up and shout: unfasten seatbelts put on your lifevest. Inflate the lifevest, only once outside the aircraft. Order: Remove shoes; If the Main Door is usable: Open Door in armed position; o Pull Red manual inflation handle. The slide/slideraft inflates on water. Slide/Slideraft: leave attached to cabin do Evacuate and board the raft Passenger lifevests: inflate when: - Slide: evacuating aircraft; - Slideraft: boarding slideraft; Passengers: - Slide: Evacuate. Evacuate passengers into the water. The slide is used as a floatation device. - Slideraft: board slideraft. Total zone evacuation: check; Last crew member: - Slide: Evacuate. 8.3 FLIGHT PROCEDURES
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- Slideraft: board slideraft. Slide/Slideraft: separate from door sill - Slide: The last crew member must separate the slide from the door sill. - Slideraft: The last crew member must separate the slideraft from the door sill, and board with all necessary safety equipment. Mooring line: cut; For Slideraft only. Survival Kit: retrieve. The survival kit is attached to the slideraft via a lanyard. If the water level is too far away from the door sill: Slide/Slideraft: disconnect from door sill; The slide/slideraft remains tied to the aircraft by a 6-meter (20 feet) mooring line. Mooring line: hold; To keep the slide/slideraft close to the exit, hold the mooring line. Passenger lifevests: inflate when: - Slide: evacuating aircraft; - Slideraft: boarding slideraft; Passengers: - Slide: Evacuate. Evacuate passengers into the water. The slide is used as a floatation device. - Slideraft: board slideraft. Total zone evacuation: check; Last crew member: - Slide: Evacuate. - Slideraft: board slideraft. Mooring line: cut; For Slideraft only. Survival Kit: retrieve. The survival kit is attached to the slideraft via a lanyard. NOTE for slideraft only. Evacuation is usually done through the passenger doors. However, if one of the passenger doors is not usable, the overwing exit may be used for evacuation. The cabincrew should install the lifeline to help passenger to stay on the wing. These passengers will, however, be obliged to wait on the wing until the slideraft arrives, and until all passengers have evacuated from the passenger door exits, and have finished boarding the sliderafts. 8.3.20.4 Standard Communication The Commander is ultimately responsible for all communications from an aeroplane although another qualified Crew Member may operate the equipment on his behalf. NOTE: - for radio communication during Interception see O.M. Part A, Ch 12. - for Company frequencies refer to OM Part A paragraph 2.4.4. 8.3.20.4.1 General Communication should normally be handled by the Pilot Monitoring according to procedures laid down in OM part C (COM section). While communicating with ATC always use the applicable call sign in accordance with local procedures. On initial contact with ATC always report the cleared altitude/FL, unless specifically requested otherwise. 8.3 FLIGHT PROCEDURES
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A 8.3 70 30 May 10
ATC must always be advised when a relevant part of the communication equipment fails or becomes unreliable. A continuous listening watch must be maintained throughout all ground and airborne operations unless a SELCAL watch has been agreed. Every ATC clearance in particular departure and airway clearances must be repeated and normally recorded by the Pilot Monitoring. For recording, the OFP must be used as appropriate. If ATC clearance is obtained via ACARS, procedures laid down in the OM Part B (FCOM and AOM Part C (Route) have to be followed for confirmation/read back. Any intended deviation from previously received clearance must be requested before from ATC. In the same way, unintended deviations must be reported immediately when they become obvious. Company communication will be used according to the Commanders discretion. ATC communication and flight deck work have priority. The ATC transponder (SSR) shall be operated according to instructions received by ATC or published in the O.M. Part. C. 8.3.20.4.2 Read-back and Reporting All clearances must be read back and any doubts clarified before being acted upon even if repetition of the entire clearance is necessary, or indeed several repetitions. Care must be exercised to use standard R/T phraseology when receiving and reading back clearances. When reading back, requesting or confirming a clearance, the words 'flight level' or 'heading' must be used to avoid any ambiguity. When receiving and reading back a clearance pertaining to a critical phase of flight (e.g. altitude/FL change) be especially careful of avoiding call sign confusion. The word to is to be omitted from messages relating to flight levels. When reporting flight levels and altitudes the report should be made to the nearest 100ft using the words at, leaving, passing or reaching. Words such as approaching, coming up to or coming down to, etc are too vague, can be misleading and must not be used. For position reports refer to O.M. Part A, Ch 12. 8.3.20.4.3 Confirmation of ATC clearances: Whenever an ATC clearance is issued or amended (especially when in areas of high terrain, changes in altitude/flight level, frequency, route route/waypoint changes or when cleared to hold short of a runway), the relevant details must be read back to ATC, and the change must be cross-checked by at least two flight crew members. In the event that one pilot is off frequency that pilot must, on his return to the frequency, verify the new clearance by R/T transmission. If ATC require immediate climb/descent when only one pilot is on frequency, the change may be initiated. As outlined above, the other pilot must then confirm the cleared level with ATC at the earliest opportunity. This procedure is intended to act as a back-up to the pilot/controller check already inherent in the read-back process. 8.3.20.4.4 SSR Conspicuity (Transponder) Code The conspicuity code passed by ATC to the aeroplane should be displayed Just before take off. If no conspicuity code has been passed select the area code (the AERAD supplement reports area codes). If no conspicuity code has been passed when flying outside controlled airspace the code 2000 should be displayed. 8.3 FLIGHT PROCEDURES
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A 8.3 71 30 May 10
Squawk ident should only be used when requested by ATC. Incorrect use can cause confusion. In the event of transponder failure ATC will endeavour to let the aeroplane continue with the service. In certain traffic situations, however, they may require the aeroplane to return to the departure airfield. In the event of the following situations arising set the transponder as follows: Highjack: 7500 Radio Failure: 7600 Emergency: 7700 8.3.20.4.5 Clearances No deviation from the acknowledged clearance is permitted except for avoidance of imminent collision. VMC clearance must not normally be requested or accepted except: when climbing or descending through the flight level or altitude of another known aircraft in good continuous visual contact. At night separation should not rely solely on good visual contact and when, provided the crew has the airfield in sight, clearance is received for a visual approach. Due to the high work load when entering a runway for departure, special care must be taken that clearance for take-off has been received before the take-off run is commenced. When clearance to land after" rather than clear to land is received, this may only be accepted in good daylight on a runway of sufficient length and provided the preceding aircraft can be seen until it has vacated the runway. 8.3.20.4.6 Infringements Any inadvertent deviation from cleared flight level or altitude, or cleared heading or track must be reported at once to air traffic control. It should be note that a deviation of 300ft may be sufficient to initiate the submission of a report by air traffic control. The infringement must be reported by written report to FOPH and Safety Pilot via ASR. Any deviation of routing from the planned or cleared route whether to avoid weather or fly a more direct route must take into account any danger or prohibited areas. 8.3.20.4.7 Communication with Emergency Services At many airports a discrete emergency frequency is available. After consultation with ATC it may be useful to communicate directly on this frequency with the emergency services. Any communication, however, does not invalidate other emergency landing or movement procedures and must not detract from the primary task of securing the safety of the aeroplane. 8.3.20.4.8 Use of VHF Comms Radios In order to avoid confusion the left VHF communication system will be used for all routine radio communications with ATC or the controlling authority and when listening for such communications. The right system will be used for company communications and monitoring or making request for weather information, ATIS, and other non-air traffic control use. When fitted, the central system will be on ACARS, if installed. Flight crews should monitor the VHF guard frequency (121.5 MHz) in all phases of flight, if the radios are not all used for other purposes. Flight crews should also monitor the frequencies allocated to exchange operational information with other crews when engaged in flights over remote oceanic areas and/or 8.3 FLIGHT PROCEDURES
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A 8.3 72 30 May 10
when out of range of VHF ground stations within any operations area (i.e: 126.900MHz in parts of Africa). The use of R/T for personal or social reasons is not permitted. 8.3.20.4.9 Use of HF Comms Radio Normally the left HF communication system will be used for all routine radio communications with ATC. On continuous listen-watch is required if SELCAL is not available or not positive. The right HF communication system will be used for meteo, contact with other ATC unit and when not required continuously shall be selected on the most probable frequencies of phone patches provider in order to be contacted by the Company when required the HFs must be checked before a flight. 8.3.20.4.10 Wearing of Earphones Wearing of company earphone by both pilots at controls is compulsory during taxiing and while flying until Top Of Climb and after Top Of Descent. On cruise the flight deck loudspeaker may be used, but wearing of earphones is highly recommended at times of high communication density, low communication quality etc. 8.3.20.5 Lights. 8.3.20.5.1 Navigation Lights Navigation lights must be on for all aeroplane movements all the time. 8.3.20.5.2 Red Anti-collision lights They must be used as follows Aeroplane parked ....................................... OFF Before engine start/Push back/Towing ......... ON Taxiing/flying................................................. ON The red anti-collision light will be turned on when cleared for start and with all the doors closed. To ensure safe operations to the ground personnel the anti-collision light will be turned off after parking brake on, engines off and doors disarmed. High-intensity lights/strobe lights Where provided, they should be used for almost all phases of a flight, irrespective of daytime unless becoming annoying (e.g. due to meteorological condition). The light should always stay in the auto position if available and they must be turned ON entering into an active runway and OFF when vacating. 8.3.20.5.3 Taxi lights. Taxi lights should normally be used during ground operation and they must be on when cleared for taxiing and prior to move. Their use should be adapted to surrounding conditions, such as conspicuity, blinding of others, etc. 8.3.20.5.4 Landing and other external lights Landing lights and other external lights (i.e. wing and runway turn-off lights) should generally be used at night to enable the pilot to distinguish objects and obstructions during take-off and landing. They may also provide useful reflections from prominent runway markings and textures. For taxiing at night they may be used at the Commanders discretion. Care should be taken not blind ramp controllers. Exceptions are justified when the effect of the lights impairs visibility or provokes false impressions, e.g. fog, blowing snow etc. While flying in visual conditions (day and night) landing and other external lights shall be used for take-off and initial climb as well as for approach and landing in order to make the aeroplane more 8.3 FLIGHT PROCEDURES
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A 8.3 73 30 May 10
conspicuous to other aeroplanes and to ATC, and to reduce the risk of bird collision. Landing lights must be ON below 10,000 ft. and switch off vacating the runway. 8.3.20.5.5 Heat from Flush Set Runway Lights Flush set runway and taxiway lights generate considerable heat and will cause damage to aeroplane tyres if they are left in contact for more than about one minute. When an aeroplane is stationary on a runway or taxiway with flush set lights the Commander must ensure that, as far as possible, the aeroplane tyres do not remain in contact with the light. A few inches either side of the centre line will probably be sufficient to avoid this problem. 8.3.21 Cabin Crew safety Briefing Prior to the commencement of a flight or series of flights, the senior cabin crew of the flight (AVR) with the supervision of the Commander of the flight or his delegate with attend a safety briefing covering at least following items: Arming and disarming of the slides, The operations of cabin lighting, The prevention and detection of cabin, oven and toilet fires, Action to be taken when turbulence is encountered and Action to be taken in the event of an emergency and/or an evacuation. For more detail regarding Cabin Crew safety briefing and operational procedures refer to OM Part B CCM Ch 3
OPERATIONS MANUAL
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A 8.4 i 15 Apr 10
Index 8.4 All Weather Operations (AWO)....................................................................................3 8.4.1 Terminology ...........................................................................................................3 8.4.2 Low Visibility Operations........................................................................................4 8.4.2.1 General Operating Rules .................................................................................4 8.4.2.2 Aerodrome Considerations ..............................................................................5 8.4.2.3 Training and Qualifications ..............................................................................5 8.4.2.4 Normal Operating Procedures .........................................................................5 8.4.2.4.1 General ......................................................................................................5 8.4.2.4.2 Pre-flight operations...................................................................................5 8.4.2.4.3 Taxi ............................................................................................................6 8.4.2.4.4 Take-off......................................................................................................6 8.4.2.4.5 Approach ...................................................................................................6 8.4.2.4.6 Criteria for a successful Cat II/III approach and Auto-land ........................9 8.4.2.4.7 Missed Approach. ....................................................................................10 8.4.2.5 Abnormal / Emergency Procedures ..............................................................10 8.4.2.6 Minimum Equipment ......................................................................................10 8.4.2.7 Records .........................................................................................................10 8.4.3 Aerodrome Operating Minima..............................................................................10 8.4.3.1 General. .........................................................................................................10 8.4.3.2 Take-off..........................................................................................................11 8.4.3.3 Category II .....................................................................................................12 8.4.3.3.1 Decision Height........................................................................................12 8.4.3.3.2 Visual Reference .....................................................................................12 8.4.3.3.3 Required RVR.........................................................................................12 8.4.3.4 Category III ....................................................................................................13 8.4.3.4.1 Decision Height........................................................................................13 8.4.3.4.2 Visual Reference .....................................................................................13 8.4.3.4.3 Required RVR.........................................................................................14 8.4.3.5 ILS Cat II.....................................................................................................14 8.4.3.6 ILS Cat III-A ................................................................................................15 8.4.3.7 ILS Cat III-B ................................................................................................16
8.4 - ALL WEATHER OPERATIONS (AWO)
OPERATIONS MANUAL
air italy
A 8.4 ii 15 Apr 10
OPERATIONS MANUAL
air italy
A 8.4 3 15 Apr 10
8.4 ALL WEATHER OPERATIONS (AWO) It must be understood that the term All Weather Operations means all the Low visibility operations (LVO) carried out with: - for Take-off: RVR/Visibility less than 400 m. and - for Landing: Cat II and Cat III operations in force (see below for definitions); and other particular operations as: cold weather, runways contaminated, slippery, etc. In all the other situations, defined by the Operator as Normal operations, refer to the previous section 8.1.. Due to the obvious overlapping of the topics, some information already seen in this chapter will be shown also in the present section. 8.4.1 Terminology In addition to the definitions reported in the Appendix A, the following terms must be kept in mind for a better understanding of this section: - Alert Height (AH): is the height above the runway, based on the characteristic of the aeroplane and its fail-operational automatic landing system, above which a Category III approach would be discontinued and a missed approach initiated (unless revision to a higher decision height is possible) if a failure occurred in one of the redundant parts of the automatic landing system or in the relevant ground equipment. B 757/B767 AH is 200 ft. - Category II operations: a precision instrument approach and landing using ILS or MLS with a decision height below 200 ft but not lower than 100 ft and a runway visual range of not less than 300 m; - Category III A operations: a precision instrument approach and landing using ILS or MLS with a decision height lower than 100 ft but not lower than 50 ft and a runway visual range not less than 200 m; - Category III B operations: a precision instrument approach and landing using ILS or MLS with a decision height lower than 50 ft, or no-decision height and a runway visual range lower than 200 m., but not less than 75 m.; - Decision Height (DH): is the wheel height above the runway elevation (*) by wich a go-around must be initiated unless adequate visual references has been established and the aeroplane position and approach path have been assessed as satisfactory to continue the approach and landing safely. (*) Runway elevation means the elevation of the highest point in the touchdown zone. According to the JAA, the DH recognition must be by means of height measured by radio-altimeter (RA). - Flight Control System: a system which includes an automatic landing system and/or a hybrid landing system; - Fail-Passive Flight Control System: a flight control system is fail-passive if, in the event of a failure, there is no significant out-of-trim condition or deviation of flight path or attitude but the landing is not completed automatically. For a FailPassive Automatic Flight Control System the pilot assumes control of the aircraft after a failure; - Fail-Operational Flight Control System: a flight control system is fail-Operations if, in the event of a failure below Alert Height (AH), the approach, flare and landing can be completed automatically. In the event of a failure, the automatic landing system will operate as a fail-passive system;
OPERATIONS MANUAL
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A 8.4 4 15 Apr 10
- Fail-Operational Hybrid Landing System: a system which consists of a primary fail-passive automatic landing system and a secondary independent guidance system enabling the pilot to complete a landing manually after failure of the primary system. A typical secondary independent guidance system consists of a monitored head-up display providing guidance, which normally takes the form of command information, but it may alternatively be situation (or deviation) information; Note: A typical secondary independent guidance system consists of a monitored head-up display providing guidance which normally takes the form of command information but it may alternatively be situation (or deviation) information. - Low Visibility Procedures (LVP): procedure applied to an aerodrome for the purpose of ensuring safe operations during Category II and Category III approaches and Low Visibility Take-offs. They are designed to prevent the entry of ground vehicles and taxing aircraft into areas protected for Take-Offs and Landings. They also protect those areas of the airfield, which are sensitive for the ILS transmission. The flow of the air traffic is regulated to allow greater spacing. The airfield ATC should have these procedures implemented by the time the clouds ceiling is 200 ft or less and/or RVR has dropped to 600 m. or less; Low Visibility Take-off (LVTO): a Take-off where the Runway Visual Range (RVR) is less that 400 m.; 8.4.2 Low Visibility Operations 8.4.2.1 General Operating Rules The appropriate categorisation for the Operator aircrafts is:
TYPE of AIRCRAFT B737-300 B737-400 B737-700 B737-800 B757-200 B767-200 B767-300 AIRCRAFT APP. Category C Category C Category C Category C Category C Category C Category D CAT.
No Cat II/III operations will be conducted unless: - each aeroplane concerned is certified for operations with Decision Heights (DH) below 200 ft, or No Decision Height (No DH), and equipped in accordance with EU-AWO or an equivalent accepted by the Authority; - a suitable system for recording approach and/or automatic landing success or failure is established and maintained to monitor the overall safety of the operation; - the operations are approved by the Authority; - the flight crew consists of at least 2 pilots; Decision Height is determined by means of a radio altimeter. Where the decision height (DH) and Runway visual range (RVR) do not fall within the same category, the RVR will determine in which category the operation is to be considered.No Low Visibility Take-offs (LVTO) will be conducted with less than 150 m. RVR (Category A, B and C aeroplanes) or 200 m. (Category D aeroplanes) unless after further particular training, and unless approved by the Authority. Regarding the meteorological conditions for LVO, ceiling is not a factor. Note:Cat II/III operations for practice may be conducted on Cat I runways, taking in account the actual weather conditions and requiring permission by ATC. 8.4 - ALL WEATHER OPERATIONS (AWO)
OPERATIONS MANUAL
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A 8.4 5 15 Apr 10
8.4.2.2 Aerodrome Considerations No Cat II/III operations will be conducted unless the aerodrome is approved for such operations by the State in which the aerodrome is located. No LVTO will be conducted at an aerodrome unless LVP have been established and enforced. For a better understanding, see note at paragraph 8.4.2.4.4. There are national differences in the methods of licensing or authorising aerodromes for CAT II and CAT III operations. The facilities and services of the aerodrome must therefore meet ICAO requirements and, where the State in which the aerodrome is located has additional requirements, it should be checked that these are provided. A Cat III runway may be assumed to support Cat III No DH operations, unless specifically restricted in the AIP or by notam. No Cat II/III operations will be conducted on new aerodromes unless a succesful completion of at least one approach and landing in Cat I weather conditions or better as been verified by Air Italy (refer to RM for details). The list of approved aerodromes and other specific information of aerodromes are contained in RM / Aerad charts. 8.4.2.3 Training and Qualifications Prior to conducting LVTO, Cat II and Cat III operations, each flight crew member must complete the training and checking requirements in accordance with EU-OPS and specified in the Operations Manual, part D. It must be noted that the flight crew qualification is specific to the operation and the aeroplane type. Before commencing Cat II/III operations, the following additional requirements are applicable to commanders or pilots to whom conduct of the flight may be delegated, whgo are new to the aeroplane type: - 50 hours or 20 sectors on the type, including line flying under supervision; and - 100 m must be added to the applicable minima unless he was previously qualified for Cat II/III with a EU operator, until a total of 100 hours or 40 sectors, including line flying under supervision, has been achieved on type. ENAC may authorise a reduction of the above command experience requirements for flight crew who have Cat II/III command experience. 8.4.2.4 Normal Operating Procedures 8.4.2.4.1 General The Low Visibility Operations include with the relative weather minima: Manual take-off (with or without electronic guidance system) Auto-coupled approach to DH, with manual flare, landing and roll-out Auto-coupled approach followed by auto-flare, auto-landing and manual roll-out Auto-coupled approach followed by auto-flare, auto-landing and auto-roll-out All of the above with applicable RVR less than 400 m.(for take-off) or in Cat II/III operations (for landing). The following procedures must be used when performing LVO. If simulating LVO for training purpose, some actions could be disregarded. 8.4.2.4.2 Pre-flight operations Normal operations as per Operations Manual, part B and AWO Syllabus, with particular care to: The equipments required and/or suggested to perform a LVTO procedures; the equipment required for Cat II and Cat III operations, if required to fly a Cat II or Cat III approach; 8.4 - ALL WEATHER OPERATIONS (AWO)
OPERATIONS MANUAL
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A 8.4 6 15 Apr 10
the training/qualification of the flight crew members; pre-flight briefing must include Cat II/III taxi procedures, appropriate holding points, runway exits and all relevant information for LVTO. 8.4.2.4.3 Taxi Normal operations as per Operations Manual, part B. It is worth noting that if LVP operation is in progress, PF must taxi the aeroplane looking outside anytime and PM must help the PF in the lookout duties. The taxi must be performed with added caution, reduced speed and making full use of taxiway charts and (when available) low visibility routing charts in order to anticipate bends. The pilots should pay maximum attention to radio calls and be fully aware of aircraft in the manoeuvring area. Observe Cat II/III holding points and if at any time you are unsure of ground position or miss turning, advise ATC immediately. Full use of centre lights should be made and during runway alignment attention must be paid not to confuse the RWY edge lights with the RWY centreline lights. The aid of a follow me car could be useful if the lights system is deemed insufficient. Momentarily ILS selection on instrument displays upon line-up, could be useful for this goal. If the visibility is estimated very bad, the checks that normally are done during taxi must be done with the aeroplane stopped. 8.4.2.4.4 Take-off. On LVTO, PF must be the left seat pilot. Co-pilot qualified on left seat can act as PF on LVTO. Normal operations as per Operations Manual part B. Make sure that LVP are enforced. Recommendation is to choose flaps configurations that gives higher lift-off performance and lower take-off speeds. Note: If the LVP is not established (airport not approved for Cat II/III operations), takeoff with less of 400 m. RVR is still possible as long as the Commander is satisfied by Air Traffic Service or Aerodrome Operator that, during the Low Visibility Takeoff all traffic on manoeuvring area, taxiways, runways is controlled and restricted to a minimum. In case of rejected Take-Off standard drills will be used. If applicable and time permits PM should make additional ground speed count down calls. 8.4.2.4.5 Approach Commander or Co-pilot can act as Pilot Flying. Before commencing any LVO operations, the Commander will be positively satisfied that: Operator is authorized to perform LVO at this specific aerodrome; the status of the visual and non-visual facilities is sufficient; appropriate LVP are in force according to information received from Air Traffic Services; Minima reported in RM, are in accordance with weather report; the flight crew members are properly qualified. At first contact advise ATC of your capability to operate LVO as appropriate with the applicable minima. Advance notice may give priority approach clearance. In addition to the normal descent preparation and approach briefing, the flight crew members must check and emphasise the following topics: a valid Instrument Approach chart must be available;
OPERATIONS MANUAL
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A 8.4 7 15 Apr 10
check that equipment required for Cat II or Cat III approach landing is in accordance with the Operations Manual part B and AWO Syllabus and limitations for autolanding, in case needed/requested to do so; effect on minima caused by changes in the status of airborne equipment, as per Operations Manual, part B and reported in the appropriate airborne checklist; effect on minima caused by changes in the status of the ground installations, as per the table on next page. Notes to the table: (*) If TDZ RVR assesment is not available, ask to ATC if it is possible to consider MID Point RVR assesment. For definition of Full, Intermediate, Basic and Nil Approach Light Facilities, see chapter 8.1
OPERATIONS MANUAL
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A 8.4 8 15 Apr 10
EFFECT on LANDING MINIMA of FAILED or DOWNGRADED GROUND EQUIPMENT FAILED or EFFECT on LANDING MINIMA DOWNGRADED CAT CAT IIIA CAT II CAT I NON PRECISION EQUIPMENT IIIB ILS Stand-By NOT Allowed NO Effect Transmitter NO Effect if Replaced by Published Equivalent Outer Marker NOT Applicable Position NO Effect unless Middle Marker NO Effect used as MAPT May be Temporary Replaced Touch Down Zone with Mid Point RVR if Approved NO Effect RVR Assessment by the State of the Aerodrome. RVR may be Reported by System Human Observation (*) Mid Point or NO Effect Stopped RVR Anemometer for NO Effect if Other Ground Source Available RWY in Use Ceilometer NO Effect NOT Allowed for NOT Approach Lights Operations with DH > Minima as for Nil Facilities Allowed 50 ft Approach Lights NOT Except the last 210 NO Effect Minima as for Nil Facilities Allowed m Approach Lights Minima as for Intermediate Except the last 420 NO Effect Facilities m Stand-by Power RVR as for For Approach NO Effect NO Effect CAT I Basic Facilities Lights Whole RWY Lights Day- Minima as for Nil Facilities NOT Allowed System Night Not allowed Edge Lights Day Only Night not allowed Day: RVR 300 . Centre-Line Day - RVR 300 m NO Effect Lights Night not allowed m Night: 550 m Centre-Line Lights RVR 150 Spacing increased NO Effect m to 30 m Day: RVR Touch-Down Zone Day: RVR 300 m NO Effect 200m Lights Night: RVR 550 m Night: 300m Stand-By Power NOT Allowed NO Effect RWY Lights Taxi-Way Lights NO Effect - Except Delays due to Reduced Movement Rate System
OPERATIONS MANUAL
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A 8.4 9 15 Apr 10
review the weather bulletin at destination and alternate(s), with particular care for the information of wind velocity, windshear, turbulence, runway contamination and use of multiple RVR assessments. Obtain clearance for Cat. II or Cat III operations from Air Traffic Services (LVP enforced); review landing technique (stabilised approach, use of autobrakes and external lights) and check (if applicable) needed Landing Field Length; review standard call-outs, main failures, warnings, non-normal situations and corrective actions; review the minimum visual reference required and action in case of deterioration of visibility; set-up in the correct way the seat, the headset and the internal lights; review the airport diagram (runway exits, taxiway patterns, etc.), use of auto-brake and go-around procedure; no calls by Cabin Crew members must be done when the approach is initiated, unless strongly necessary (i.e. emergency situations). For the approach itself normal operations as per Operations Manual, part B will apply. Particular care of the task sharing between the Pilot Flying and the Pilot Monitoring. During the approach: ensure that the required autopilots are engaged; assure landing checks and configuration completed for a stabilised approach; PF must stay with one hand on control wheel and the other on throttles, monitoring autopilots and auto-throttle/auto-thrust performances. As general rule concerning task sharing, it is possible to summarize in the following way: PF takes care of supervision and decision making (special procedures apply if PF is not the Commander); PM monitors the Automatic Flight System (special procedures apply if PM is the Commander). 8.4.2.4.6 Criteria for a successful Cat II/III approach and Auto-land The purpose of this sub-part is to provide Flight Crew with information regarding the criteria for a successful approach and automatic landing. A CAT II/III approach and automatic landing shall be considered to be successful if: A. From 500 ft to start of flare: Speed is maintained (when an autothrottle is used) within + 5 Kts of intended value, and disregarding rapid fluctuations due to turbulence. No relevant system failure occurs; B. From 300 ft to DH: No excess deviation occurs; and No centralised warning gives a go around command (if installed). C. An automatic landing may be considered to be successful if: No relevant system failure occurs; No flare failure occurs; No de-crab failure occurs (if installed); Longitudinal touchdown is beyond a point on the runway 60 metres after the threshold and before the end of the touchdown zone lighting (900 metres from the threshold); Lateral touchdown with the outboard landing gear is not greater than touchdown zone lighting edge; 8.4 - ALL WEATHER OPERATIONS (AWO)
OPERATIONS MANUAL
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A 8.4 10 15 Apr 10
Sink rate is not excessive; Bank angle does not exceed a bank angle limit; No roll-out failure or deviation (if installed) occurs. 8.4.2.4.7 Missed Approach. If no visual reference as prescribed below is achieved, or if TDZ RVR is still below the Minima when reaching AH for Cat IIIB NO DH approach, an immediate go around manoeuvre must be initiated. During Go-Around the aircraft may touch down. 8.4.2.5 Abnormal / Emergency Procedures . Refer to the specific OM part B and AWO Syllabus. 8.4.2.6 Minimum Equipment The Commander will not start any LVO if the Minimum Equipment List prescribed by the Operations Manual, part B is not fully satisfied. The Minimum Equipment necessary for LVTO operations is the same of the Minimum Equipment required for Cat II operation. 8.4.2.7 Records After performing an auto-land and/or a simulated or actual Cat II/III approach appropriate records should be filed: Enter Auto-Land, appropriate category and any defects in Aircraft Technical Log Book ( Autoland performed satisfactory); Enter the type of approach and landing in the appropriate box of Voyage Report/Main Report (only if real Cat II/III weather); Compilation and appropriate copy distribution of Cat II/III form must be performed (see O.M. , part A, App C). The following information must be retained for a period of 12 months: The total number of approaches, by aeroplane type, where the airborne Cat II/III equipment was utilised to make satisfactory, actual or practice, approaches to the applicable Cat II/III minima; Reports of unsatisfactory approaches and/or autolands, by aerodrome and aircraft registration in the following categories: - airborne equipment faults; - ground facility difficulties; - missed approaches because of ATC instructions; or - other reasons. Air Italy has a procedure to monitor the performance of the autoland system for each aeroplane 8.4.3 Aerodrome Operating Minima 8.4.3.1 General. The aerodrome operating minima for each aerodrome planned to be used are published on RM / Aerad charts and shall not be lower than the values prescribed in this chapter. Such minima shall not be lower than any that may be established for such aerodromes by the State in which the aerodrome is located, except when specifically approved by that State. The aerodrome operating minima applicable take full account of: Performance and handling characteristics of the aeroplane; The composition of the flight crew, their competence and experience; The dimensions and characteristics of the runways which may be selected for use; 8.4 - ALL WEATHER OPERATIONS (AWO)
OPERATIONS MANUAL
air italy
A 8.4 11 15 Apr 10
The adequacy and performance of the available visual and non-visual ground aids (see 8.4.2.4.5. for details); The equipment available on the aeroplane for the purpose of navigation an/or control of the flight path, as appropriate, during the Take-Off, the approach, the flare, the landing and the missed approach; The obstacles in the approach and missed approach areas and the climb out areas and necessary clearance; The obstacle clearance altitude/height for the instrument approach procedures; and The means to determine and report meteorological conditions. 8.4.3.2 Take-off Minima for Take-off is determined by the competent Authority and reported in the Operations Manual, part C (Aerad charts). Take-off minima ensure sufficient guidance to control the aeroplane in the event of both a discontinued take-off in adverse circumstances and a continued take-off after a failure of the critical power unit. Anyhow, the Take-off Minima will not be lower than: Take-off RVR / Visibility (Note 5) Facilities RVR / Visibility (Note 3) Nil (Day Only) 500 m Runway edge lighting 250/300 m (Note1 & 2) Runway centreline marking 250/300 m (Note1 & 2) Runway edge lighting and 200/250 m (Note 1) centreline lighting Runway edge and centreline 150/200 m (Notes 1 & 4) lighting and multiple RVR information * For definition of lighting / marking systems, refer to the Operations Manual, Part C. Note 1: the higher value applies to Category D aeroplanes Note 2: for night operations at least runway edge and runway end lights are required Note 3 : If not available, value representative of the initial part of the take-off run can be replaced by pilot assessment. Note 4: the required RVR value must be achieved for all the relevant RVR reporting points with exception given in Note 3 above. In accordance with ICAO regulation and Operations Manual, part C, when the RVR/Visibility is below 200 m for Category B, C aeroplanes and 250 m for Category D aeroplanes, for multiple RVR information must be intended: - Touch Down Zone, Mid-Runway and Stop-End /Roll-Out RVRs Note 5: the Conversion of Visibility to RVR table seen in the previous section 8.1 does not apply for take-off. Warning: Even if multiple RVR information are not required when RVR/Visibility is at or above 200/250m, if multiple RVR reading information are available and below minima, take off is not allowed. Air Italy has been approved by the Authority to reduce the take-off minima to 125 m RVR (Category A, B and C aeroplane) or 150 m (Category D aeroplane), provided the requirements below reported have been satisfied: Low Visibility Procedures are in force; 8.4 - ALL WEATHER OPERATIONS (AWO)
OPERATIONS MANUAL
air italy
A 8.4 12 15 Apr 10
High Intensity Runway Centreline Lights spaced 15 m or less and High Intensity Edge Lights Spaced 60 m or less are in operation; Flight crew members have satisfactorily completed training in a simulator approved for this procedure, as stated in section 8.4.2.3 above; A 90 m visual segment is available from the cockpit at the start of the take-off run; The required RVR value has been achieved for all of the relevant RVR reporting points. Note: The limit of 10 kts cross wind is applicable for take-off with RVR below or equal 150 m. If no Take-off minima are provided, see paragraph 8.1. 8.4.3.3 Category II 8.4.3.3.1 Decision Height The DH for a Category II operation will be not lower than: The minimum DH specified in the Operations Manual, part B; The minimum height at which the precision approach aid can be used without the required visual reference; The OCH/OCL for the category of the aeroplane; The DH at which the flight crew is authorised to operate, as stated in chapter 8.4.2.3 100 ft Notes. Cat II is based on height above touch down elevation (HAT; Height Above Threshold) and published minima are adjusted for radio altitude reading. Crew must refer to RM for applicable minima on specific aerodrome. 8.4.3.3.2 Visual Reference A pilot may not continue an approach below Category II decision height unless visual reference containing at least 3 consecutive lights being: the centreline lights of the approach lights the approach lights touchdown zone lights runway centreline lights runway edge lights combination of the above is attained and can be maintained. This visual reference must include a lateral element of the ground pattern; i.e. an approach lighting crossbar or the landing threshold or a barrette of the touchdown zone lights. 8.4.3.3.3 Required RVR The lowest minima to be used for Category II operations are: Category II minima (Note 3, 4 and 5) Auto-coupled to below DH (Note 1) RVR/Aeroplane Category A, RVR/Aeroplane B&C Category D 300 m 300/350 m (Note 2) 400 m 400 m 450 m 450 m
Decision Height 100 ft 120 ft 121 ft 140 ft 141 ft and above
OPERATIONS MANUAL
air italy
A 8.4 13 15 Apr 10
Note 1: the reference to auto-coupled to below DH in this table means continued use of the automatic flight control system down to a height which is not greater than 80 % of the applicable DH. If, for i. e., the DH is 100 ft, the auto-pilot system must be cleared to be used down to 80 ft or lower. Note 2: 300 m may be used for a Category D aeroplane conducting an autoland. Note 3: the Conversion of Visibility to RVR table seen in the previous section 8.1 does not apply for Category II operations Note 4: for commencement and continuation of the approach purposes (wich means: before OM or equivalent position) TDZ RVR is always controlling. If reported and relevant the mid point and the stop end RVR are also controlling (as for all types of approaches). See paragraph 8.3.1.7.1.for minima and details Note 5: the actual landing minima must be checked on RM. 8.4.3.4 Category III 8.4.3.4.1 Decision Height For the operations with a DH, the DH will be not lower than: The minimum DH specified in the Operations Manual, part B; The minimum height at which the precision approach aid can be used without the required visual reference; The DH to which the flight crew is authorised to operate, as stated in chapter 8.4.2.3 Operations with NO DH may only be conducted if: Operation with NO DH is authorised in the Operations Manual, part B; The approach aid and the aerodrome facilities can support operations with NO DH; There is a specific approval for CAT III operations with NO DH. Notes: Cat IIIB certificates of competency are also issued for DH of 20 ft RA or aircraft limitation, whichever is higher, in order to cover those countries which do not recognise no decision height. Crew must refer to RM for applicable minima on specific aerodrome. 8.4.3.4.2 Visual Reference For Cat IIIA operations, a pilot may not continue an approach below the DH unless visual reference containing a segment at least of 3 consecutive lights being: the centreline lights of the approach lights the approach lights touchdown zone lights runway centreline lights runway edge lights combination of the above is attained and can be maintained. For Category IIIB operations with DH a pilot may not continue an approach below the DH unless visual reference containing at least one centreline light is attained and can be maintained. For Category III operations with NO DH there is no requirement for visual contact with the runway prior to touchdown. Anyhow, if at AH the TDZ RVR is still below minima, a missed approach must be performed.
OPERATIONS MANUAL
air italy
A 8.4 14 15 Apr 10
8.4.3.4.3 Required RVR The lowest minima to be used for Category III operations are: CATEGORY III MINIMA (Note 2 and 4) Approach Decision Height Roll Out Control/ RVR Category Guidance System (Note 3) III A Less than 100 ft Not Required 200 mt (note 1) III B with DH Less than 50 ft Fail Operational 100 mt III B no DH No DH Fail Operational 75 mt Note 1: For operations to actual RVR values less than 300m, a go-around is assumed in the event of an autopilot failure at or below DH. This means that a go-around is the normal action. However the wording recognises that there may be circumstances where the safest action is to continue the landing. Such circumstances include the height at which the failure occurs, the actual visual references, and other malfunctions. This would typically apply to the late stages of the flare. In conclusion it is not forbidden to continue the approach and complete the landing when the commander or the pilot to whom the conduct of the flight has been delegated, determines that this is the safest course of action.(See IEM To Appendix 1 To EU-OPS 1.430, Paragraph (e)(5).) Note 2: the Conversion of Visibility to RVR table seen in the previous section 8.1 does not apply for Category III operations Note 3: for commencement and continuation of the approach purposes (wich means: before OM or equivalent position) TDZ RVR is always controlling. If reported and relevant the mid point and the stop end RVR are also controlling (as for all types of approaches). See paragraph 8.3.1.7.1.for minima and details. Note 4: the actual landing minima must be checked on RM. 8.4.3.5 ILS Cat II The following values must be published in the Operations Manual, part C. In case of difference, the highest value must be applied. Vis / TDZ RVR >= 550 m 550 m > Vis / TDZ RVR >= 300 m Cat I conditions. Refer to Normal operations *TDZ RVR >= 300 m (Cat C or Cat D aircraft performing auto-land) TDZ RVR >= 350 m (Cat D aircraft not performing auto-land) *Cat II operations must be in force *Visual reference at or above DH 3 consecutive light being: Centreline lights of the approach lights; approach lights; touch-down zone lights; runway centerline lights; runway edge lights; any combination of the above. Cat III condition. Refer to 8.4.4.3 / 8.4.4.4
Vis / TDZ RVR < 300 m
OPERATIONS MANUAL
air italy
A 8.4 15 15 Apr 10
Notes: Cat II operations in force means that all the aerodrome facilities for Cat II operations are available. Pilots need specific authorisation in order to operate in Cat II. For commencement and continuation of the approach purposes (wich means: before OM or equivalent position) TDZ RVR is always controlling. If reported and relevant the mid point and the stop end RVR are also controlling (as for all types of approaches). See paragraph 8.3.1.7.1.for minima and details. For training purposes, Cat II operations can be simulated down to Cat I weather minima if: a) the aerodrome is a Cat II / III ILS equipped; b) Cat I ILS aerodrome has been cleared by the FOPH for Cat II simulated operations. c) Crew must refer to RM for applicable minima. 8.4.3.6 ILS Cat III-A The following values must be published in the Operations Manual, part C. In case of difference, the highest value must be applied. Vis / TDZ RVR >= 550 m *550 m > Vis / TDZ RVR >= 300 m (Cat C or Cat D aircraft performing Auto-land) or *550 m > Vis / TDZ RVR >= 350 (Cat D aircraft not performing auto-land) *300 m (Cat C or Cat D aircraft performing Auto-land)> Vis / TDZ RVR >= 200 m Cat I conditions. Refer to Normal operations Cat II conditions. Refer to 8.4.4.2
Vis / TDZ RVR < 200 m Notes: 1. 2. 3.
*TDZ RVR >= 200 m *Cat III operations must be in force *Visual reference at or above DH 3 consecutive light being: Centreline lights of the approach lights; approach lights; touch-down zone lights; runway center-line lights; runway edge lights; any combination of the above. Cat III B condition. Refer to 8.4.4.4
4.
Cat III operations in force means that all the aerodrome facilities for Cat III operations are available. Pilots need specific authorisation in order to operate in Cat III. For commencement and continuation of the approach purposes (wich means: before OM or equivalent position) TDZ RVR is always controlling. If reported and relevant the mid point and the stop end RVR are also controlling (as for all types of approaches).See paragraph 8.3.1.7.1.for minima and details. For training purposes, Cat III operations can be simulated as long as Cat I weather minima is achieved and: 8.4 - ALL WEATHER OPERATIONS (AWO)
OPERATIONS MANUAL
air italy
A 8.4 16 15 Apr 10
the aerodrome is a Cat III ILS equipped; or Cat I / Cat II ILS aerodrome has been cleared by the FOPH for Cat III simulated operations 5. Crew must refer to RM for applicable minima. 8.4.3.7 ILS Cat III-B The following values must be published in the Operations Manual, part C. In case of difference, the highest value must be applied. Vis / TDZ RVR >= 550 m Cat I conditions. Refer to Normal operations 550 m > Vis / TDZ RVR >= 300 /350 Cat II conditions. Refer to 8.4.4.2 m 300/350 m > Vis / TDZ RVR >= 200 Cat III A conditions. Refer to 8.4.4.3 m 200 m > Vis / TDZ RVR >= 75 m TDZ RVR >= 75 m Flight control System must be Fail Operational(Dual) Cat III operations must be in force Visual reference: With DH: one centerline light; With NO DH: None. Vis / TDZ RVR < 75 m Operations not allowed NOTE. 1. Cat III operations in force means that all the aerodrome facilities for Cat III operations are available. 2. Pilots need specific authorisation in order to operate in Cat III. 3. For commencement and continuation of the approach purposes (wich means: before OM or equivalent position) TDZ RVR is always controlling. If reported and relevant the mid point and the stop end RVR are also controlling (as for all types of approaches).See paragraph 8.3.1.7.1.for minima and details. 4. For training purposes, Cat III operations can be simulated as long as Cat I weather minima is achieved and: the aerodrome is a Cat III ILS equipped; or Cat I / Cat II ILS aerodrome has been cleared by the F.P.H. for Cat III simulated operations. 5. Crew must refer to RM for applicable minima. 8.4.4.1. ILS Cat III-C For the time being, Cat III C operations are not allowed.
OPERATIONS MANUAL
air italy
GENERAL BASIC 8 OPERATING PROCEDURES Index
A 8.5 i 16 Jul 08
8.5 ETOPS ......................................................................................................................... 1 8.5.1 Definitions................................................................................................................ 1 8.5.2 General Requirements ............................................................................................ 2 8.5.2.1 Approval by the Authority.................................................................................... 2 8.5.2.2 Flight Deck Crew Qualification............................................................................ 2 8.5.2.3 Flight Dispatcher Qualification ............................................................................ 2 8.5.2.4 Additional Requirements..................................................................................... 2 8.5.2.5 Crew despatch of the airplane in case of MEL deferred items ........................... 2 8.5.3 ETOPS Planning Minima......................................................................................... 3 8.5.3.1 Destination and destination alternate Aerodrome............................................... 3 8.5.3.2 Take-off alternate................................................................................................ 3 8.5.3.3 Enroute ETOPS alternate ................................................................................... 4 8.5.4 Fuel for ETOPS planning......................................................................................... 4 8.5.5 ETOPS operational flight plan (OFP) ...................................................................... 4 8.5.6 ETOPS Flight documentation .................................................................................. 5 8.5.7 ETOPS in-flight procedures..................................................................................... 5 8.5.7.1 Enroute alternate conditions ............................................................................... 5 8.5.7.2 Operational Limitations ....................................................................................... 5 8.5.7.2.1 Area of Operation...................................................................................... 5 8.5.7.2.2 Approved diversion time ........................................................................... 5 8.5.7.3 Fuel quantity checks ........................................................................................... 5 8.5.7.4 In-flight replanning .............................................................................................. 5 8.5.7.5 Failure or Emergency ......................................................................................... 6
8.5 - ETOPS
OPERATIONS MANUAL
air italy
A 8.5 ii 16 Jul 08
8.5 - ETOPS
OPERATIONS MANUAL
air italy
A 8.5 1 16 Jul 08
8.5 ETOPS This section is reporting only the applicable legislation, more detailed explanation can be found on a dedicated manual (OM Part C Long Haul Manual) 8.5.1 Definitions ETOPS Operations: are ETOPS operations those conducted with twin engine A/C along a route that contain one or more point at distance, from an adequate airfield, of more than 60 minutes of flight at the one engine out speed in ISA atmosphere. Area of Operations ETOPS: extended range operations are those flights conducted over a route that contains a point further than one hour flying time at the approved one-engineinoperative cruise speed (under standard conditions in still air) from an adequate aerodrome. Adequate aerodrome: For the purpose of this ACJ, an adequate aerodrome is an aerodrome, which the operator and the Authority consider to be adequate, having regard to the performance requirements applicable at the expected landing weight or mass. In particular, it should be anticipated that at the expected time of use: the aerodrome will be available, and equipped with necessary ancillary services, such as ATC, sufficient lighting, communications, weather reporting, navaids and emergency services. Rescue and Fire Fighting Services (RFFS) equivalent to ICAO category 4 (for RFFS not located on the aerodrome; capable of meeting the aeroplane with 30 minutes notice), is acceptable for planning purposes only, when being considered as an ETOPS enroute alternate; and at least one letdown aid (ground radar would so qualify) will be available for an instrument approach. Suitable aerodrome: a suitable aerodrome is an adequate aerodrome with weather reports, or forecasts, or any combination thereof, indicating that the weather conditions are at or above operating minima and the field condition reports indicate that a safe landing can be accomplished at the time of the intended operation ETOPS Entry Point: The extended range entry point is the point on the aeroplane's outbound route which is one hour flying time at the approved one-engine-inoperative cruise speed (under standard conditions in still air) from an adequate aerodrome. ETOPS Exit Point: The extended range exit point is the point on the aeroplane's inbound route which is one hour flying time at the approved one-engine-inoperative cruise speed (under standard conditions in still air) from an adequate aerodrome. ETOPS Segment: the ETOPS portion of the flight starting at the ETOPS Entry point and ending at the ETOPS Exit point Approved One-Engine-Inoperative Cruise Speed: the approved One Engine Inoperative Cruise Speed for the B757/B767 fleet is 430 Kt. ETP: the Equal Time Point is the point along the route that is located at the same flight time between two selected suitable diversion airfield. Critical Point: the point along the route which at planning stage requires the maximum amount of fuel to comply with ETOPS requirements. Normally is co-located with the last ETP. Critical Fuel Scenario: the condition among the following ones that require the maximum amount of fuel: Engine Failure. Lost of pressurization. Engine failure plus lost of pressurization. Dispatch: ETOPS planning minima applies until dispatch. Dispatch is when the aircraft first moves under its own power for the purpose of taking off. 8.5 - ETOPS
OPERATIONS MANUAL
air italy
A 8.5 2 16 Jul 08
8.5.2 General Requirements 8.5.2.1 Approval by the Authority In Order to conduct ETOPS operation is necessary to be approved by the Authority for both Technical and Operational divisions. The Technical part is competence of the Maintenance division. For the Operations part the approval define: Aircraft type (including engine models); Maximum ETOPS time approved; Area of operations; Qualifications for Flight deck Crew and Flight dispatchers. The Air Italy Spa B757/B767 is approved by ENAC up to 180 min for ETOPS operations. The Area of operations is reported in the O.M. Part C Long Haul Manual 8.5.2.2 Flight Deck Crew Qualification All Flight Deck Crew involved in ETOPS operations must undergo the ETOPS course and this matter will be covered also during the recurrent training and checking. ETOPS scenario will be included periodically in the simulator recurrent training and OPCs. 8.5.2.3 Flight Dispatcher Qualification All Flight Dispatcher involved in ETOPS operations must undergo the ETOPS course 8.5.2.4 Additional Requirements In order to conduct a flight under ETOPS rule also following requirements must be satisfied in excess of the other listed in the previous paragraph: The A/C must be certified for ETOPS and at the moment of the acceptance no item affecting ETOPS operations according the MEL must be reported in the Technical Log Book Defect List Any point along the planned route must be located inside the circle centered on the ETOPS enroute alternate having the radius of the approved ETOPS diversion time. For the calculation of the area of operations refer to OM Part C Long Haul Manual 8.5.2.5 Crew dispatch of the airplane in case of MEL deferred items If the MEL item does not require maintenance action, the captain will immediately contact Dispatch, requesting technical assistance for analysis of the inconvenient and to verify if it is possible to dispatch the airplane. If the DTC manager evaluated that the airplane can continue its operations with the applied MEL, a written statement must be sent to the commander in order to allow the dispatch. The pilot must report the authorization document reference on then TLP before departure. The DTC manager must produce the document and file it base on which the authorization has been given, reporting al necessary data (Flight number, Captain name, base, Inconvenient description and reason for authorization). If maintenance action is requested and there are no technical assistance contracted in that base, the Capitan will contact Dispatch asking for technical support. Dispatch will contact the DTC Unit Manager that will coordinate the technical support
ETOPS
OPERATIONS MANUAL
air italy
A 8.5 3 26 Jan 09
8.5.3 ETOPS Planning Minima Planning minima for an ETOPS en-route alternate aerodrome. An operator shall only select an aerodrome as an ETOPS en-route alternate aerodrome when the appropriate weather reports or forecasts, or any combination thereof, indicate that, between the anticipated time of landing until one hour after the latest possible time of landing, conditions calculated by adding the additional limits of Table below will exist. An operator shall include in the Operations Manual the method for determining the operating minima at the planned ETOPS en-route alternate aerodrome.
TABLE PLANNING MINIMA ETOPS
Approach facility Precision Procedure
Alternate Airfield Ceiling
Wx Minima Vis /RVR plus an
Approach Authorized DH/DA plus an Authorized visibility increment of 200ft increment of 800 mts
Non-precision approach
Authorized DH/DA plus an Authorized visibility plus increment of 400ft increment of 1500 mts a
an
The above criteria for Precision Approaches are only to be applied to Category 1 approaches. When determining the usability of an Instrument Approach (IAP), forecast wind plus any gusts should be within operating limits, and within the operators maximum crosswind limitations taking into account the runway condition (dry, wet or contaminated) plus any reduced visibility limits. Conditional forecast elements need not be considered, except that a PROB 40 or TEMPO condition below the lowest applicable operating minima should be taken into account. When dispatching under the provisions of the MEL, those MEL limitations affecting instrument approach minima should be considered in determining ETOPS alternate minima The table above is not applicable to Cat II operations because the B757/767 is capable to perform Cat II operations in single engine conditions, but this is applicable only to the approved aerodrome as reported in OM Part C. Systems to support one-engine inoperative category II or III capability should be serviceable if required to take advantage of category II or III landing minima at the planning stage 8.5.3.1 Destination and destination alternate Aerodrome Destination, destination alternate airfield must meet the meteorological condition according table at chapter 8.1 of this Manual unless the destination alternate is located further than 430 Nm, in this case the ETOPS planning minima reported in this chapter at 8.5.3 apply 8.5.3.2 Take-off alternate When applicable a takeoff alternate must be selected at a distance of not more than 850Nm from the departure aerodrome. All other requirements are reported on Chapter 8 paragraph 1.5 of this Manual
8.5 - ETOPS
OPERATIONS MANUAL
air italy
A 8.5 4 16 Jul 08
8.5.3.3 Enroute ETOPS alternate The ETOPS section of the flight must not be conducted in a point outside the circle with a radius equal to the applicable ETOPS area of operations, from a suitable aerodrome. At planning stage the weather minima reported on chapter 8.5.3 must be met in order to select an aerodrome as ETOPS alternate. Furthermore an aerodrome in order to be selected as ETOPS Alternate must meet following requirements: The landing distances required as specified in the AFM for the altitude of the aerodrome, for the runway expected to be used, taking into account wind conditions, runway surface conditions, and aeroplane handling characteristics, permit the aeroplane to be stopped within the landing distance available as declared by the aerodrome authorities and computed in accordance with EU-OPS1 The aerodrome services and facilities are adequate to permit the conduct of an instrument approach procedure to the runway expected to be used while complying with the applicable aerodrome operating minima. The latest available forecast weather conditions for a period commencing at the earliest potential time of landing and ending one hour after the latest nominated time of use of that aerodrome, equals or exceeds the authorised weather minima for Route Alternate aerodromes as provided for by the increments listed in 8.5.3. In addition, for the same period, the forecast crosswind component plus any gusts should be within operating limits, and within the operators maximum crosswind limitations taking into account the runway condition (dry, wet or contaminated) plus any reduced visibility limits. The aerodrome is inserted in the approved list and included in OM Part C. 8.5.4 Fuel for ETOPS planning The quantity of fuel to be carried on board for an ETOPS sector must be the minimum quantity required by Chapter 8.1. of this manual with a particular attention to the additional fuel that must take in account the critical fuel scenario following the possible failure of a power unit or loss of pressurization, based on the assumption that such a failure occurs at the most critical point along the route, the aeroplane to: descend as necessary and proceed to an adequate aerodrome; and hold there for 15 minutes at 1500 ft (450 m) above aerodrome elevation in standard conditions; and make an approach and landing, this additional fuel is only required, if the minimum amount of fuel calculated in accordance trip fuel to destination plus final reserve above is not sufficient for such an event Note: this Additional fuel is specified in the OFP in the fuel summary section and when applicable is automatically inserted and included in the minimum block fuel. 8.5.5 ETOPS operational flight plan (OFP) For ETOPS operation a Master Document must be elected and all required and relevant information reported on it. In the OFP for ETOPS operations all enroute alternate are specified with the applicable time window at which the weather must be at or above the applicable minima. The ETP are indicated in term of distance after a selected waypoint, all relevant calculation are included in the study such as minimum fuel for diversion in the event of the most critical fuel scenario or wind component and type of procedure, in case of enroute 8.5 - ETOPS
OPERATIONS MANUAL
air italy
A 8.5 5 16 Jul 08
reclearance trough a different routing will then be Flight Deck Crew responsibilities to recalculate the new actual Equal Time Point and report it on the Master Document 8.5.6 ETOPS Flight documentation In excess of all documentation provided for flight in other area of operation following items must be included: Wind and temperature forecast charts for FL100 SIGWX charts including FL100 Plotting Chart with indication of suitable alternate airfield with circle indicating the maximum distance at which the diversion to that particular aerodrome can commence , route of flight (planned and actual), ETOPS entry point, Equal Time Points and any extra information available before or during the flight such as NOTAM of Dangerous area or SIGMET for adverse meteorological condition. 8.5.7 ETOPS in-flight procedures 8.5.7.1 Enroute alternate conditions During the flight the crew must continuously monitor the weather conditions for the ETOPS enroute alternate by obtaining weather report through all available means (HF volmet/radio frequencies, VHF volmet/flight watch frequency, ACARS). Specifically before continuing after an Equal Time Point the weather report of the new enroute alternate must be obtained and reported on the OFP. Once in-flight the planning weather requirements are not in effect anymore, actual minima reported on route manual is in-flight governing. 8.5.7.2 Operational Limitations 8.5.7.2.1 Area of Operation Air Italy is authorized to conduct ETOPS flights within an area where the diversion time, at any point along the proposed route of flight to an Adequate ETOPS en-route alternate Aerodrome, is up to 1270 Nm under standard conditions in still air at the approved oneengine-inoperative cruise speed. 8.5.7.2.2 Approved diversion time Approved diversion time is an operational limit that will always be equal to or less than the Maximum Approved Diversion Time or the maximum diversion time based on the MEL generated serviceability status of the aeroplane, whichever is shorter. The Air Italy Approved Diversion Time to an Adequate ETOPS en-route alternate Aerodrome at the approved one-engine-inoperative cruise speed (under standard conditions in still air) should normally be the minimum required to allow operation on preferred tracks in a specific area. 8.5.7.3 Fuel quantity checks Fuel check must be performed according Air Italy S.p.A procedures and reported in this Manual in Chapter 8 section1. 8.5.7.4 In-flight replanning Refer to O.M. Part A Ch. 8.1
8.5 - ETOPS
OPERATIONS MANUAL
air italy
A 8.5 6 16 Jul 08
8.5.7.5 Failure or Emergency In case of failure of an engine or emergency in-flight, the Commander, must divert to the closest airfield (normally the ETOPS enroute alternate) taking into account only safety reason. The final decision on the diverting speed remain at Commander discretions considering the operational situation and one-engine out cruising speed of 430Kts is not compulsory. For special procedures to be used in NAT area of operation refer to MNPS manual in Syllabi and or Long Haul Manual.
8.5 - ETOPS
OPERATIONS MANUAL
air italy
A 8.6 i 16 Jul 08
Index 8.6 Use of the Minimum Equipment List (MEL) and Configuration Deviation List (CDL). 1 8.6.1 General ................................................................................................................. 1 8.6.2 Applicability of MEL............................................................................................... 1 8.6.3 Authority................................................................................................................ 1 8.6.4 Responsibility of Commander and Maintenance Engineers ................................. 1 8.6.5 Precautions ........................................................................................................... 1 8.6.5.1 Placard............................................................................................................ 2 8.6.5.2 Isolation........................................................................................................... 2 8.6.5.3 Notification ...................................................................................................... 2 8.6.6 Repairs.................................................................................................................. 2 8.6.7 Items Omitted from MEL ....................................................................................... 2 8.6.8 Configuration Deviation List .................................................................................. 2 8.6.9 DDG ...................................................................................................................... 2 8.6.10 Equipment not related to Airworthiness. ............................................................. 3 8.6.10.1 Toilette .......................................................................................................... 3
8.6 - USE OF THE MEL AND CDL
OPERATIONS MANUAL
air italy
A 8.6 ii 16 Jul 08
OPERATIONS MANUAL
air italy
A 8.6 1 16 Jul 08
8.6 USE OF THE MINIMUM EQUIPMENT LIST (MEL) AND CONFIGURATION DEVIATION LIST (CDL) 8.6.1 General The MEL (which is taken to include the CDL where applicable) is designed to provide authority to operate aircraft with certain systems or components inoperative or removed, provided an acceptable level of safety is maintained by appropriate limitations or by alternative components or instruments, Regulations require that an aircraft will not be operated other than in accordance with the MEL unless permitted by Authority. Any such permission will in no circumstances permit operation outside the constraints of the Master Minimum Equipment List (MMEL). 8.6.2 Applicability of MEL. The provisions of the MEL are applicable until the airplane commences the Flight. Any decision to continue the flight following a failure or unserviceability which becomes apparent after the commencement of the flight (the point at which the aircraft first moves under his own power) until aircraft is airborne must be the subject of pilot judgement and good airmanship. The Commander may continue to make reference to and use of the MEL as appropriate but only after application of Abnormal and Emergency Procedures stated in the Aeroplane Flight Manual (AOM). After the aircraft is airborne the MEL are no longer applicable, Abnormal and Emergency as stated in AOM only will apply. 8.6.3 Authority The Commander only is authorised to determine that a flight can be operated or continued with inoperative equipment and he may require equipment to be operating over and above that listed when, in his judgement, such is required for the conditions in which the flight is to be conducted. The Commander must be notified of any defect or inoperative equipment as early as possible before the flight. 8.6.4 Responsibility of Commander and Maintenance Engineers The MEL in no way absolves the Commander or the Maintenance Engineer of their responsibility for ensuring that the aircraft is safe for flight in accordance with statutory regulations. 8.6.5 Precautions When considering the operation of a flight, in accordance with the terms of the MEL, with any item defective, the interrelationship of this defect with any others on the aircraft must be studied with a view to determining the consequences for the conduct of a safe operation. Consideration must also be given to the effect of any limitation which restricts the performance of the aircraft or which would require special technical or handling procedures not available at destination. When the MEL restriction require a maintenance action and/or includes an operational restriction, procedure, degradation, etc. it will report a (M) and/or a (O). The correspondent measure (M) or (O) must be taken before the dispatch.
OPERATIONS MANUAL
air italy
A 8.6 2 16 Jul 08
8.6.5.1 Placard An entry must be made in the Technical Log to the effect that the defect is being carried in accordance with the provisions of the MEL and the front cover of the Log must be prominently placarded. All instruments, switches, levers, controls etc. associated with the defective equipment must be clearly placarded as being defective ( as required by M.E.L. ). In the case of instruments, the placard should be affixed in such a manner as to prevent any reading being taken during the flight. 8.6.5.2 Isolation Where possible, unless otherwise indicated in the MEL, defective equipment should be isolated from the remainder of the system by tripping circuit breakers, blanking pipelines, locking selector valves in the required position or by such other action as may promote safety. 8.6.5.3 Notification Where an aircraft departs from an outstation with inoperative equipment, the Commander should take action to see that the main base is notified of this and given full details of the defect. 8.6.6 Repairs The MEL is intended only to permit operation with inoperative items of equipment for a period of time until repairs can be accomplished. All limitations on operation with inoperative equipment, including those on the duration of operation, must be observed and it is important that repairs be carried out at the earliest opportunity. 8.6.7 Items Omitted from MEL The list does not include obviously required items and in any case cannot cover every item of equipment. Therefore, any items of equipment which are related to airworthiness and which are not included in the list must automatically be considered required to be serviceable. 8.6.8 Configuration Deviation List Similarly to the above, the Configuration Deviation List (CDL) lists the aircraft panels and doors that may be missing for a particular operation and pictorially indicates areas of damage to the aircraft skin/structure that is considered acceptable for flight and performance degradation or deterioration related. CDL are contained in the DDG. 8.6.9 DDG The Dispatch Deviations Guide (DDG) is a document which includes a section titled MEL. This section does not necessarily reflect the equipment actually installed on Air Italy Aircraft. However the DDG does contain Maintenance and Operational Procedures which are required to be performed (in some cases) before aircraft dispatches in accordance with the MEL.
OPERATIONS MANUAL
air italy
A 8.6 3 16 Jul 08
8.6.10 Equipment not related to Airworthiness. Any items of equipment which are not related to airworthiness will not be regulated by neither MEL, nor CDL. It is Commanders judgement to decide if the aircraft is suitable for flying or not. Here below is given a guideline to help taking decision by the Commander about equipment not covered in MEL and/or CDL Manuals. 8.6.10.1 Toilette On revenue flights with passengers on board, when departing from a main base or from an airport where repairs can be easily made, 2/3 of the total toilette number should be available. When departing from any other airport (i.e. transit) at least 1/3 of the total toilette number should be available.
OPERATIONS MANUAL
air italy
A 8.6 4 16 Jul 08
OPERATIONS MANUAL
air italy
A 8.7 i 16 Jul 08
Index 8.7 Non Revenue Flights .................................................................................................. 1 8.7.1 Weather Minima.................................................................................................... 1 8.7.2 Minimum Equipment List for Ferry Flights ............................................................ 1 8.7.3 Minimum Equipment List for Training or Test Flights............................................ 1 8.7.4 Carriage of Passengers/Goods............................................................................. 1 8.7.4.1 Ferry Flights .................................................................................................... 1 8.7.4.2 Test Flights ..................................................................................................... 1 8.7.4.3 Training Flights ............................................................................................... 1 8.7.4.4 Positioning Flights........................................................................................... 2 8.7.5 Ferry Flights Policy ............................................................................................... 2 8.7.5.1 General ........................................................................................................... 2 8.7.5.2 Authorisation ................................................................................................... 2 8.7.5.3 Procedures and Limitations ............................................................................ 2 8.7.5.4 Weather .......................................................................................................... 2 8.7.6 Air Displays and Demonstration Flights ................................................................ 2
8.7 - NON REVENUE FLIGHTS
OPERATIONS MANUAL
air italy
A 8.7 ii 16 Jul 08
OPERATIONS MANUAL
air italy
A 8.7 1 16 Jul 08
8.7 NON REVENUE FLIGHTS Non Revenue Flights are that kind of flight in which there is no economic income. They are: Ferry Flights; Test Flights; Training Flights; Positioning Flights; Air displays and demonstration Flights. NOTE. All Non Revenue Flights may be operated by not more than one pilot aged over sixty, from, over and to countries where this is permitted by local regulations. Cruise Relief Pilot or pilot without type rating but simulator qualified on type may operate as PF or PM under the supervision of a training Captain. For Non Revenue Flights the Crew is responsible to check that all the cabin is secured, including galley doors latched, trolleys blocked, doors closed and armed accordingly. 8.7.1 Weather Minima Operator weather minima, as established in this Manual, apply to all flights by Operator aircraft whether revenue or non revenue, i.e. training or test flights. 8.7.2 Minimum Equipment List for Ferry Flights The MEL does not apply to ferry flights which are operated under the special conditions contained in the relevant volume of the AOM. 8.7.3 Minimum Equipment List for Training or Test Flights Training and test flights may be operated with less than the equipment specified in the MEL, provided that all equipment required to assure airworthiness, and all equipment expected to be utilised on the flight, is operative. 8.7.4 Carriage of Passengers/Goods 8.7.4.1 Ferry Flights No passengers or goods may be carried for hire or reward. Operator staff or goods may be carried, subject to the requirements of the particular configuration, but should be kept to a minimum. 8.7.4.2 Test Flights A test flight is defined as a flight for the purpose of proving the airworthiness of an aircraft or its equipment The Air Navigation (Operations) Order of 1986 requires that no person, other than a member of the flight crew or a person authorised by Authority, is carried in an aircraft engaged on a test flight unless the carriage of that person is necessary or desirable for the purpose of, or in connection with the test flight. 8.7.4.3 Training Flights It is Operator Policy that the same restrictions that apply to the carriage of persons on test flights, apply also to training flights.
OPERATIONS MANUAL
air italy
A 8.7 2 16 Jul 08
8.7.4.4 Positioning Flights Positioning flights are all the flights required to position an aircraft without revenue passengers and goods. Air Italy staff, goods and Non-Revenue Passengers may be carried to a maximum of 20 persons without a dedicated Cabin Crew Member, but must be briefed for emergency. For more then 20 persons a dedicated Cabin Crew Member is required. Notification of non revenue passengers (including Air Italy staff) shall be forward to the Authority of departure and arrival airport in advance by station management. (Civil Aviation Act. Prot. 334674). Note: Delivery flights ( with no test flight ) should be considered Positioning flights. 8.7.5 Ferry Flights Policy 8.7.5.1 General A ferry flight is a flight which involves positioning an aircraft, without revenue payload, to the nearest suitable maintenance base for rectification of a technical defect. Ferry flights e.g. with one engine inoperative or gear down, shall never be regarded as normal operations since the margins for control and performance, especially in the approach and landing phases, can be seriously eroded. Consequently, a ferry flight will only be considered when no reasonable alternative course of action is available. 8.7.5.2 Authorisation Ferry flights may only be operated in accordance with the AOM and must be authorised by the Flight Operations Post-Holder. Authorisation by Civil Aviation Authority, in some case, may be also required. Where applicable, as for example in the case of a three engine ferry on a four engine aircraft, they may be carried out only by crew who are qualified through training in the particular procedure. 8.7.5.3 Procedures and Limitations The procedures, limitations, etc., contained in the relevant sections of the Aircraft Operations Manual will be strictly observed. 8.7.5.4 Weather Weather forecasts must be particularly examined to ascertain that no hazard exists that might adversely affect the type of ferry flight contemplated. 8.7.6 Air Displays and Demonstration Flights Operator aircraft may not participate in air displays or any other unusual demonstration flying activities without specific authorisation from the Flight Operations Post-Holder who will ensure that the written permission of all relevant State authorities and of the event organisers has been secured beforehand. Deviation from normal operating procedures for sightseeing etc. is prohibited unless specifically authorised in writing by the Flight Operations Post-Holder.
OPERATIONS MANUAL
air italy
A 8.8 i 15 Apr 10
Index 8.8 Oxygen Requirements ................................................................................................ 1 8.8.1 General ................................................................................................................. 1 8.8.2 Oxygen requirements for Crew and Passengers .................................................. 1 8.8.2.1 Oxygen requirements for Flight Crew ............................................................. 1 8.8.2.2 Oxygen requirements for Passengers ............................................................ 2 8.8.3 Knowledge of Oxygen System.............................................................................. 2 8.8.4 Oxygen Briefing for Passengers ........................................................................... 2 8.8.5 Checking of Flight Deck Oxygen System.............................................................. 2 8.8.6 Pre-departure Oxygen Requirements ................................................................... 2 8.8.7 Wearing of Oxygen Mask...................................................................................... 3 8.8.8 First Aid Oxygen ................................................................................................... 3
8.8 - OXYGEN REQUIREMENTS
OPERATIONS MANUAL
air italy
A 8.8 ii 15 Apr 10
OPERATIONS MANUAL
air italy
A 8.8 1 15 Apr 10
8.8 OXYGEN REQUIREMENTS 8.8.1 General The aircraft which normal cruising altitude is above 10,000 ft must have the oxygen equipment. The aircraft may fly without cabin pressurisation because of an aircraft system deficiency (see MEL) or after a decompression in flight. The pilots choice of flight level and airspeed depends on the cause of the depressurisation, the distance to fly, the topographic conditions and the meteorological conditions. For the mentioned reason Air Italy aircraft must be equipped with enough oxygen to face with a pressurisation failure. 8.8.2 Oxygen requirements for Crew and Passengers 8.8.2.1 Oxygen requirements for Flight Crew MINIMUM REQUIREMENTS for SUPPLEMENTARY OXYGEN for PRESSURISED AEROPLANES DURING and FOLLOWING an EMERGENCY DESCENT (see Note 1) SUPPLY for: DURATION & CABIN PRESSURE ALTITUDE Entire Flight Time when the Cabin Pressure Altitude exceeds 13,000 ft and entire Flight Time when the Cabin Pressure Altitude exceeds 10,000 ft but does not exceed 13,000 ft after the first 30 All occupants of minutes at those altitudes, but in no case less Flight Deck seats than: on Flight Deck duty (i) 30 minutes for aeroplanes certificated to fly at altitudes not exceeding 25,000 ft (Note 2). (ii) 2 hours for aeroplanes certificated to fly at altitudes more than 25,000 ft (Note 3). Entire Flight Time when Cabin Pressure Altitude exceeds 13,000 ft but not less than 30 minutes All required Cabin (Note 2), and entire Flight Time when Cabin Crew members Pressure Altitude is greater than 10,000 ft but does not exceed 13,000 ft after the first 30 minutes at these altitudes. Note 1: the supply provided must take account of the Cabin Pressure Altitude and descent profile for the routes concerned. Note 2: the required minimum supply is that quantity of oxygen necessary for a constant rate of descent from the aeroplanes maximum certificated Operating altitude to 10,000 ft in 10 minutes and followed by 20 minutes at 10,000 ft. Note 3: the required minimum supply is that quantity of oxygen necessary for a constant rate of descent from the aeroplanes maximum certificated operating altitude to 10,000 ft and followed by 110 minutes at 10,000 ft.
OPERATIONS MANUAL
air italy
A 8.8 2 15 Apr 10
8.8.2.2 Oxygen requirements for Passengers OXYGEN REQUIREMENTS for PRESSURISED AIRCRAFT SUPPLY for: DURATION 100% of 10 minutes of the entire flight time when the Cabin passengers Pressure Altitude exceeds 15,000 ft whichever is the (see Notes) greater (see Note 1). 30% of Entire Flight Time when the Cabin Pressure Altitude passengers exceeds 14,000 ft but does not exceed 15,000 ft. (see Notes) 10% of Entire Flight Time when the Cabin Pressure Altitude passengers exceeds 10,000 ft but does not exceed 14.000 ft after the (see Notes) first 30 minutes at these altitudes. Note 1: the required minimum supply is that quantity of oxygen necessary for a constant rate of descent from the aeroplanes maximum certificated operating altitude to 15.000 ft in 10 minutes. Note 2: for the purpose of this table, Passengers means Passengers actually carried and includes Infants. Note 3: the flight crew members, whether seated or not in the flight deck, not supplied by the Flight Crew source are to be considered as passengers. Note 4: Cabin Crew Members in addition to the minimum number of cabin crew members required shall be considered as passengers. 8.8.3 Knowledge of Oxygen System Flight Crew must be conversant with the oxygen equipment on the aircraft type and its method of operation. This information will be found in the AOM. 8.8.4 Oxygen Briefing for Passengers When oxygen is carried for operational reasons, the Commander of the aircraft must ensure that all passengers are made familiar with the position and method of use of the oxygen equipment intended for their use. 8.8.5 Checking of Flight Deck Oxygen System Before each flight, equipment must be checked in accordance with the procedure given in the AOM. 8.8.6 Pre-departure Oxygen Requirements No flight may depart unless the oxygen quantity is sufficient to satisfy the crew and passenger protection requirements specified in the AFM e FPPM, assuming a pressurisation failure at the most critical phase of flight and taking into account the availability of en-route alternates, terrain, etc. The minimum oxygen required for the flight deck shall take in account the number of all occupants of the flight deck to be supplied supplemental oxygen. If the actual oxygen is not enough to supply all occupants of the flight deck, the occupants not a part of the minimum crew required shall be considered as passengers and at an altitude of 25000ft or above shall occupy a passenger or a Cabin Crew seat.
OPERATIONS MANUAL
air italy
A 8.8 3 15 Apr 10
8.8.7 Wearing of Oxygen Mask Quick donning oxygen masks must be within immediate reach of all Flight Crew members at their stations (within 5 seconds, in accordance with the regulations). When a flight is conducted at flight levels above FL410, at least one pilot at the controls must wear his oxygen mask. If the Cabin Altitude exceeds 10,000ft the Flight Crew members on flight deck duty are required to use supplemental oxygen. Note: This provision is intended to supplement oxygen use procedures outlined in OM Part B. 8.8.8 First Aid Oxygen For first aid Oxygen refer to OM Part B.
OPERATIONS MANUAL
air italy
A 8.8 4 15 Apr 10
OPERATIONS MANUAL
air italy
A 8.9 i 16 Jul 08
Index 8.9 Cold Weather Operations........................................................................................... 1 8.9.1 Cold weather Operations. .................................................................................... 1 8.9.1.1 General ......................................................................................................... 1 8.9.1.2 Responsibility ................................................................................................ 1 8.9.1.3 Definition and Terminology ........................................................................... 1 8.9.1.4 Limitations And Recommendations............................................................... 3 8.9.1.4.1 Limitations .............................................................................................. 3 8.9.1.4.2 Recommendations.................................................................................. 4 8.9.1.5 Use of Engine/Wing Anti-Ice/De-Ice System................................................. 4 8.9.1.5.1 Engine Anti-Ice ....................................................................................... 4 8.9.1.5.2 Wing Anti-Ice .......................................................................................... 4 8.9.1.6 Operations on Poor/Slippery Runways. ........................................................ 4 8.9.1.7 8.9.1.7. Pre-Flight preparation in icing conditions and/or when ramp/taxiway/runway are contaminated.................................................................... 5 8.9.1.7.1 Aircraft Contamination ............................................................................ 5 8.9.1.7.2 Effect of De-Icing/Anti-Icing Fluids on Take-off ...................................... 6 8.9.1.7.3 Before Start ............................................................................................ 6 8.9.1.7.4 Start up ................................................................................................... 6 8.9.1.7.5 Taxi......................................................................................................... 7 8.9.1.7.6 Before Take-off Run ............................................................................... 7 8.9.1.7.7 Take-off Run........................................................................................... 7 8.9.1.8 Climb/Cruise in icing conditions. ................................................................... 8 8.9.1.8.1 Engine Icing During Climb ...................................................................... 8 8.9.1.8.2 Effects of Ice Build up on Unheated Surfaces ........................................ 8 8.9.1.9 Fuel and Weather Check .............................................................................. 8 8.9.1.10 Engine Icing ................................................................................................ 8 8.9.1.11 Landing in icing conditions and/or on Runway/Taxiway/Ramp contaminated............................................................................................................. 9 8.9.1.11.1 Touchdown In Crab on Slippery Runways. .......................................... 9 8.9.1.11.2 Parking/Securing for cold weather........................................................ 9
8.9 - COLD WEATHER OPERATIONS
OPERATIONS MANUAL
air italy
A 8.9 ii 16 Jul 08
OPERATIONS MANUAL
air italy
A 8.9 1 16 Jul 08
8.9 COLD WEATHER OPERATIONS 8.9.1 Cold weather Operations. See Route Manual for performance calculation and OM Part A Ch 8.2.for de-icing/antiicing procedures. 8.9.1.1 General A. The operations conducted under the following conditions are considered Cold Weather Operations. Operations on a runway slippery and/or contaminated by slush, snow, ice, standing water, hail, freezing rain. Operations in precipitation of snow, freezing rain, hail. Operations in icing condition (see definition). Operations in cold weather conditions shall be conducted with great care due to performance and controllability degradation of the aeroplane on ground and in flight. B. The Operations conducted on runways contaminated as defined in Sect. 8.9.3. are considered Operations on Contaminated runway Drag caused by snow, slush or water reduces the aeroplane acceleration capability during take off. Contamination and ice reduced tyre-to-ground friction on slippery runway and reduces the aeroplane deceleration capability during a RTO and landing. In both cases the control capability of the aeroplane is deteriorated especially in crosswind conditions. The use of engine/wing anti-ice reduces performance and increases fuel consumption. If an anti-ice system is expected to be used during the flight, the trip fuel should be corrected in consideration with the time for which the system will be used. Note: For de-icing/anti-icing procedures refer to OM G/B Sect. 8.2.4. For performance calculation refer to Pilot Support Manual and AOM. For SNOWTAM decodes see AERAD supplements. 8.9.1.2 Responsibility A. It is the Commanders responsibility to verify that the aircraft is free from ice and snow prior to take-off. B. Whenever a de-icing/anti-icing treatment is performed a De-icing/Anti-icing information certificate shall be completed and provided to the person releasing the aircraft for flight. A copy shall be attached to the current Technical Log page, providing assurance to the Captain that de-icing/anti-icing has taken place (where the anti-icing/de-icing treatment has been followed by Air Italy technical engineering the form may be retained on ground, at the Captain discretion. Note: for centralised de-icing procedures and responsibilities see OM Part A Ch 8.2.). (It is a requirement that the Commander releasing the aircraft for service is satisfied that correct and complete de-icing/anti-icing of the aircraft has taken place and that the aircraft is fit for flight. This must be certified by the Commander himself with an entry and signature in the Technical Log page on the action taken column; type of fluid used and starting time of the deicing procedure must also be recorded in the CVR. 8.9.1.3 Definition and Terminology Terms used in this sub-section and not defined in Ch 8 (de-icing and anti-icing on the ground) have the following meaning: A. Contaminated runway. A runway is considered to be contaminated when more than 25% of the runway surface area (whether in isolated areas or not) within the required length and width being used is covered by the following: 8.9 - COLD WEATHER OPERATIONS
OPERATIONS MANUAL
air italy
A 8.9 2 16 Jul 08
Surface water more than 3 mm (0,125 in) deep, or by slush, or loose snow, equivalent to more than 3 mm (0,125) of water; Snow which has been compressed into a solid mass which resists further compression and will hold together or break into lumps if picked up (compacted snow); or Ice, including wet ice. Note: In the context of a Contaminated runway the braking action may be degraded by ice, melting snow and water combined with rubber deposits. The range of braking action may be from Medium to Slippery (below Poor) as described in Sect. 8.9.6. and, for brevity, indicated as operations on Poor/Slippery runway. B. Damp runway. A runway is considered damp when the surface is not dry but when the moisture on it does not give it shiny appearance. For performance calculation a damp runway is considered as a dry runway. C. Dry runway A dry runway is one which is neither wet nor contaminated, and includes those paved runways which have been specially prepared with grooves or porous pavement and maintained to retain effectively dry braking action even when moisture is present. D. Wet runway. A runway is considered wet when the runway surface is covered with water, or equivalent, less than specified in a. above or when there is sufficient moisture on the runway surface to cause it to appear reflective, but without significant areas of standing water. E. Icing Conditions Icing conditions may exist when: OAT is 10C (50F) or below during ground operation, take-off, initial climb or goaround or; total air temperature (TAT) is 10C or below in-flight and; visible moisture in any form is present such as clouds or fog with visibility less than one mile and rain or snow or sleet or ice crystals, etc., or snow/water is present on the ramps, taxiways or runways. F. Icing Conditions Classification (i) Light icing An icing conditions that can be handled safely and indefinitely by the normal functioning of the aircraft anti-icing/de-icing systems. (ii) Moderate icing An icing condition that can be handled safely by the normal functioning of the aircraft anti-icing/de-icing systems, but which should be considered as an indication of the necessity to alter the flight path to avoid further operations in that condition. (iii) Heavy icing An icing condition which the aircraft anti-icing/de-icing system cannot handle. G. Standing water A layer of water more than 3 mm (0.125 in) deep covering more than 25% of the runway surface area. H. Slush A layer of snow with water more than 3 mm (0.125 in) deep covering more than 25% of the runway surface area. I. Heavy snow or wet snow Snow that can be easily compacted and if picked up may break into lumps or hold together. J. Light/loose snow or dry snow 8.9 - COLD WEATHER OPERATIONS
OPERATIONS MANUAL
air italy
A 8.9 3 16 Jul 08
Snow that cannot be easily compacted and is not wet. K. Equivalence slush/standing water For the purposes of performance calculation on contaminated runway, Boeing provides performance tables EU OPS 1 only for slush/standing water depth. For other contaminants the following table provides equivalence that shall be used to enter in the performance calculation tables. TABLE of EQUIVALANCE Slush/Standing Heavy/Wet Snow Dry/Loose Snow Water Depth Equivalent Depth Equivalent Depth 3 mm (1/8 in) 3 mm (1/8 in) 20 mm (4/5 in) 6 mm (1/4 in) 6 mm (1/4 in) 50 mm (2 in) 12 mm (1/2 in) 12 mm (1/2 in) 100 mm (4 in) Note: if there is any doubt about the condition of the snow especially when OAT IS ABOVE -5, TREAT IT AS WET SNOW, a mixture of slush and snow must be treated as slush/standing water. For definitions of Hoarfrost, Rime, Glaze, Rain ice, De-ice, Anti-ice refer to Ch 8.2 8.9.1.4 Limitations And Recommendations 8.9.1.4.1 Limitations Crosswind limitation on slippery runway is 10 Kts. Aeroplane should not plan to operate through heavy icing conditions. Take-off or landing should not be carried out in moderate to heavy freezing rain/drizzle. Operation on runway with poor braking action is not allowed. Operation with anti-skid inoperative is not allowed. Operation with one or more reversers inoperative is not allowed. Take off with wing and/or engine contaminated must not be attempted. Before take-off, in icing conditions, a static run up shall be carried out. Derated take-offs are not authorised when runway is contaminated, in snow precipitation or when runway is slippery. The V1 shall be reduced and must be equal to or greater than VMCG. If the VMCG limited weight is below any performance limited weight, use VMCG limited weight as the maximum permissible. If the reduced V1 is greater than VR, use V1 = VR. Take-off in wet snow, slush or standing water of greater than inch (13 mm), depth are not recommended because of possible aircraft structural damage and serious affect on aircraft acceleration. Operations in dry/loose snow of greater 10 cm are not recommended. If snow banks are present the following table may be applied: SNOW BANKS CLEARED BANKS HEIGHT WIDTH 45 m or less 40 cm or less 45 m to 60 m Not greatly in excess of 40 cm 60 m or more Not greatly in excess of 90 cm Do not consider banks located more than the half wing span width from runway edge. 8.9 - COLD WEATHER OPERATIONS
OPERATIONS MANUAL
air italy
A 8.9 4 16 Jul 08
8.9.1.4.2 Recommendations Tailwind operations are not recommended. Aeroplane may plan to take off or land through moderate icing conditions providing that the weather minima of the airport are not below the Company minima required for a visual circuit. Aeroplane with brakes deactivated is not recommended Operations with manual spoiler are not recommended. Improved climb take off, if performance charts are provided, is allowed but must be carefully considered. Derated take-offs are not recommended Fuel Tankering policy may be disregarded. If fuel on board exceeds Flight Plan requirements, operation is permitted provided performance is not compromised. The nature of the overrun area, the potential consequence of an overrun and possible changes since last measurement or report, must also be considered. Visual guidance for take-off must be available from any of the following: (i) Centreline lighting/painted markings (ii) Runway edge lighting or markers/marking Use the highest flap setting available for take-off. Use the maximum runway distance available. 8.9.1.5 Use of Engine/Wing Anti-Ice/De-Ice System. Whenever icing conditions exist the engine anti-ice systems on ground and in flight must be used, the wing anti-ice/de-ice are used only in flight. The engines anti-ice system, in icing conditions, must be used soon after start up till icing conditions no longer exist. After landing the engines anti-ice system, in icing conditions, must be left on till shut down (also when the ground temperature is near 10C because the expansion of humid air in the cowl could build up ice inside the engine). Whenever engine anti-ice is operating the ignition system must be selected on aircraft without an automatic ignition system. 8.9.1.5.1 Engine Anti-Ice Refer to OM Part B FCOM Vol 1 SP 8.9.1.5.2 Wing Anti-Ice Refer to OM Part B FCOM Vol 1 SP 8.9.1.6 Operations on Poor/Slippery Runways. Operations conducted on dry, wet or contaminated runways may occur in a degradation of braking action reported as Medium or worse. Performance capability may be degraded and must be considered when operating on runways with braking action degraded. Degradation of braking action may occur when: a runway is reported as liable to be slippery when wet (normally wet runways have a good braking action); a runway is contaminated. Performance penalties should be compared between dry/wet/contaminated runways and Poor/Slippery runway, then the most restrictive data should be used. Contaminated 8.9 - COLD WEATHER OPERATIONS
OPERATIONS MANUAL
air italy
A 8.9 5 16 Jul 08
runways may incur a greater performance penalty than those included in Poor/Slippery runways. When used, Poor/Slippery data will produce very limiting take off weights, so it is essential that careful thought is given before it is used. The definition of Slippery runway is used when the braking action is well below Poor (0,25 Mu) and with a braking coefficient of 0,05 Mu but in the context of a runway defined as Liable to be slippery when wet the definition Slippery is referred to a braking action below Good (0,4 Mu) and does not infer that the braking action is severely degraded as to be considered Slippery (0,05 Mu). Braking action reports should be sought for the runway in question. The Commander must use his experience and pilot or airfield reports of braking action to decide on the most appropriate set of data to use and definitions below may help the Commander to assess the braking action: A. Medium Medium braking action is typical for runways covered with depths of 1-3 mm of water, or covered with compacted snow. B. Medium to Poor Medium to Poor braking action is typical for a runway covered with (dry) ice with a temperature well below 0 C; i.e. not melting or liable to melt under braking conditions. C. Poor to Slippery Less than Poor braking action is typical for runway covered with wet or melting ice. A Slippery runway is defined as one with a uniform theoretical braking coefficient of 0,05 Mu along the relevant portion of runway surface.
8.9.1.6.1. Braking Action and Co-efficient Below are reported the relation between braking action definition, co-efficient and braking action co-efficient reported in the SNOWTAM. CO-EFFICIENTS 0,40 or + 0,39 - 0,36 0,35 - 0,30 0,29 - 0,26 0,25 0,25 - 0,05 ----BRAKING ACTION Good Medium/Good Medium Medium/Poor Poor Poor/Slippery Unreliable SNOTAM 95 94 93 92 91 ----99
8.9.1.7 8.9.1.7. Pre-Flight preparation in icing conditions and/or when ramp/taxiway/runway are contaminated 8.9.1.7.1 Aircraft Contamination Check to see that the aircraft is free of snow, ice and frost. When in doubt, follow recommended snow, ice or frost removal procedures.
OPERATIONS MANUAL
air italy
A 8.9 6 16 Jul 08
Check that melted deposits will not run into gaps or hinges on control surfaces, flaps, or over static vents. Precipitation falling on de-iced surfaces can dilute the mixture, which may freeze with a small drop in temperature during the take-off and climb. Wing, tail and control Check free of ice, snow or frost. surfaces Protective Covers Check that all are removed. Pilot Heads and static Clear of ice. Ports Engine Inlets Snow or rain can enter intakes after flight and freeze in the compressor when the engine has cooled. If the compressor cannot be turned by hand for any reason the engine should be blown through with hot air immediately before starting, until rotating parts are free. Air Conditioning Inlets/exits Fuel Tank Vents Clear of snow or ice. Outflow valve clear and unobstructed. Check clear of snow and ice.
Note: A coating of frost up to 1/8 inch (3 mm) thick is permissible on wings lower surfaces ONLY in areas cold-soaked by fuel between the foward and aft spars. However, all leading edges devices, control surfaces, tab surfaces, upper wing surfaces and balance panel cavities must be free of snow and ice. Do not assume that snow will blow off the wing; a layer of ice could be under the snow. When anti-icing/de-icing procedure should be followed, see Sect. 8.2.4.. 8.9.1.7.2 Effect of De-Icing/Anti-Icing Fluids on Take-off Testing of undiluted de-icing/anti-icing fluids has shown that some of the fluid remains on the wing during take-off rotation and during initial climb out. The residual fluid causes a temporary decrease in lift and increase in drag. These effects are more significant at lower ambient temperatures (approaching 20 degrees C) where the fluid tends to stay on the wing longer. Ensure that the recommended take off rotation rate is observed; avoid rapid rotation. 8.9.1.7.3 Before Start Obtain the take off N1 required from QRH or Check list and N1 Value related to EPR required. The EPR readings at the time may not be accurate under adverse and severe weather conditions (freeze up of EPR probe sensor is a possible cause). Write the N1/EPR values on the bug card for reference during take-off. Before start ensure that chocks are in place and co-ordinate with the ground staff to remove chocks only when starting taxi. Stand areas should be cleared of ice and snow. However, should the general apron area be slippery, consider delaying engine start until push back is complete. 8.9.1.7.4 Start up 8.9 - COLD WEATHER OPERATIONS
OPERATIONS MANUAL
air italy
A 8.9 7 16 Jul 08
After de-ice/anti ice procedure has been accomplished, if required the engines can be started normally. During the after start scan, the engine anti-ice systems must be selected and during the after start check list both pilots must check the engine anti-ice system has been selected and no malfunction in the system is present. 8.9.1.7.5 Taxi In very severe conditions it is possible for the tyres to become frozen to the ground; they may be freed by the application of warm air to the ice (not the tyre) and the aircraft should than be moved to a dry area. Accumulation of ice or snow may require a higher thrust setting than normal to break away. Be aware of any blast damage that could occur and use added caution. Use extreme caution when taxiing on ice-covered taxiways or runways, as excessive speed or high crosswinds may start a skid. Slippery surfaces can make braking and nose-wheel steering much less effective. Reduce speed for all turns. Maintain GREATER THAN NORMAL distances between aircraft while taxing on ice or snow covered taxiway and runway surfaces. Blown snow and slush CAN ADHERE to YOUR airplane. DO NOT use reverse thrust on snow or slush covered ramps, taxiways or runways unless ABSOLUTELY NECESSARY. If reverse thrust is used during taxi, the aircraft (especially the leading edges) MUST be carefully re-inspected for accumulation of snow, slush, ice or frost and during precipitation. If the taxi route is through snow slush or standing water in low temperatures, taxi with flaps up. Taxiing with flaps extended will subject flaps and flap drives to snow and slush accumulation from the main gear wheels. Leading edge devices are also susceptible to slush accumulation. DO NOT accomplish take-off checklist until flaps are extended. When the aircraft is stopped on the taxiway or runway and if brake freeze-up occurs, pressurise the brake several times using maximum pressure. To reduce the possibility of brake freeze-up during taxi operations in severe weather conditions, use light brake pressure permitting stack to reach a warm condition and evaporate any moisture build up within the disk stack. During icing condition, periodically run up the engines. As necessary, verify that the aircraft is FREE of snow or ice BEFORE MOVING INTO POSITION FOR TAKE OFF. 8.9.1.7.6 Before Take-off Run At the end of taxi the aircraft should be stopped for preparation for take off. Select flap required and check selected position has been reached. Accomplish all before take off check list. Check anti-ice/de-icing protection times also in relation to weather changes. Perform a pre take-off inspection from the cabin if precipitation is present. Do not enter the runway if positive evidence of a clean aircraft cannot be ascertained. Inform ATC of time required for run up when on the runway. Pre select wing anti-ice if it is required just after lift off. 8.9.1.7.7 Take-off Run Line up the aircraft on the centreline of the runway. 8.9 - COLD WEATHER OPERATIONS
OPERATIONS MANUAL
air italy
A 8.9 8 16 Jul 08
Before take-off perform a static run up to as high a thrust setting as practicable for approximately 30 sec and check stable engine operations prior to starting the take-off run. Engine oil temperature must be in the normal range. The thrust on both engines must be of the same level. On slippery runways the aircraft may start to slip, in this case, as both engines have the same level of thrust, select the maximum thrust. Check take-off N1 or EPR has been set and DO CHECK to see that it is in agreement with N1 or other engine indications. N1 should be checked against the bug card value obtained from QRH or Check-list. Before 80 Kts for any Caution light, Configuration Warning or for any reason which can distract one or both pilots, abort the take off. Maintain strictly the centre of runway. Rotate smoothly and normally (not to exceed 3 per second) at Vr, not before. 8.9.1.8 Climb/Cruise in icing conditions. After lift off, during climb and cruise select engine anti-ice when in icing conditions or before icing conditions will be encountered. Select wing anti-ice/de-icing when in icing condition. Colder temperature can cause cold soak shrinkage to hydraulic quantities. 8.9.1.8.1 Engine Icing During Climb Engine icing may form when not expected and may occur when there is no evidence of icing on the windshield or other parts of the airplane. Once ice starts to form, accumulation can build very rapidly. Although one bank of clouds may not cause icing, another bank, which is similar, may induce icing. Therefore, the engine anti-icing system should be in auto or turned on whenever icing conditions exist or are anticipated. Failure to follow the recommended anti-ice procedures can result in engine stall, overtemperature or engine damage. 8.9.1.8.2 Effects of Ice Build up on Unheated Surfaces During flight through icing conditions, it is possible for ice to build up on the unheated surfaces of the wing and empennage. The effect of this is to increase the drag of the airplane and therefore decrease its performance capabilities. If the airplane is dispatched through known icing conditions it is necessary to adjust the fuel from the Critical Fuel Reserves charts by the amount shown on the page. This adjustment includes the effect of ice accumulation as well as the effect of engine and wing anti-ice operation. In addition, the crew may observe differences in the expected enroute performance. Increases of fuel flown and N1/EPR may be observed compared to values read from the Cruise Control Tables. There may also be a decrease in the engine inoperative altitude capability. 8.9.1.9 Fuel and Weather Check Re-check the weather at Destination and Alternate. Consider holding time, taking into account the fuel reserves. If you are required to use anti-icing, particularly in frontal conditions when exposure time is increased, extra reserves are necessary. 8.9.1.10 Engine Icing 8.9 - COLD WEATHER OPERATIONS
OPERATIONS MANUAL
air italy
A 8.9 9 16 Jul 08
The use of engine anti-ice and the increased thrust required will increase the descent distance. Therefore, proper descent planning is necessary to arrive at the initial approach fix at the correct altitude, speed, and configuration. The anticipated anti-ice use altitude should be entered on the Descent Forecasts page to assist the FMC in computing a more accurate descent profile. Engine icing may form when not expected and may occur when there is no evidence of icing on the windshield or other parts of the airplane. Once ice starts to form, accumulation can build very rapidly. Although one bank of clouds may not cause icing, another bank, which is similar, may induce icing. Therefore, the engine anti-icing system should be in auto or turned on whenever icing conditions exist or are anticipated. NOTE: Failure to follow the recommended anti-ice procedures can result in engine stall, over-temperature or engine damage. 8.9.1.11 Landing in icing conditions and/or on Runway/Taxiway/Ramp contaminated. Ensure the SPEEDBRAKE deploys IMMEDIATELY after main gear contact with the runway. DO NOT attempt a smooth landing. Touch down at the 1000 ft point with a FIRM landing. Directional stability will be improved with the effect of speedbrake and autobrake. A smooth touch-down on a wet runway can rapidly induce aquaplaning. Monitor autobrake operation and LET THE ANTI-SKID SYSTEM DO ITS WORK, or apply brakes smoothly and symmetrically with moderate-to-firm pressure, UNTIL a safe stop is ASSURED. DO NOT use asymmetric reverse thrust on icy or slippery runways. Should the aircraft side slip, cancel reverse thrust, bring aircraft on centre line, then reapply reverse thrust. BE PREPARED for possible down-wind drift on slippery runways. DO NOT ATTEMPT to turn off the runway until speed is reduced to a PRUDENT level. RETRACT FLAP TO MID POSITION ONLY PRIOR TO INSPECTION. 8.9.1.11.1 Touchdown In Crab on Slippery Runways. On very slippery runways the crosswind crab angle may be maintained to touchdown. This will reduce drift toward the downwind side when touching down. Since the aircraft does not have to be decrabbed, pilot workload is reduced. Proper rudder and upwind aileron must be maintained to ensure directional control is maintained. On slippery runways, crosswind capability is a function of runway surface conditions, airplane loading and pilot technique. 8.9.1.11.2 Parking/Securing for cold weather. Refer OM Part B FCOM Vol 1 NP Note additional Cold weather securing procedures are required to be accomplished by maintenance personnel
OPERATIONS MANUAL
air italy
A 8.9 10 16 Jul 08
OPERATIONS MANUAL
air italy
GENERAL BASIC 9 DANGEROUS GOODS & WEAPONS
A 9.0 i 30 May 10
Index 9.1 CARRIAGE OF DANGEROUS GOODS & WEAPONS ............................................. 1 9.1.1 Approval ............................................................................................................... 1 9.1.2 Terminology .......................................................................................................... 1 9.1.3 Excepted Items ..................................................................................................... 3 9.1.4 Classes of Dangerous Goods ............................................................................... 8 9.1.5 Transport of Dangerous Goods ............................................................................ 9 9.1.6 Cargo Compartment Classification ..................................................................... 11 9.1.7 Training Programmes. ........................................................................................ 12 9.1.8 Dangerous Goods Incident and Accident ........................................................... 12 9.1.9 Procedures and Checklists ................................................................................. 15 9.1.10 Raising of a Dangerous Goods Accident/Incident Report................................. 17 9.2 CARRIAGE OF WEAPONS, MUNITIONS OF WAR AND SPORTING WEAPONS. 1 9.2.1 Carriage of Munitions of War ................................................................................ 1 9.2.2 Carriage of Weapons............................................................................................ 1 9.2.3 Italian Regulation .................................................................................................. 2
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air italy
A 9.0 ii 30 May 10
OPERATIONS MANUAL
air italy
GENERAL BASIC
9 DANGEROUS GOODS & WEAPONS
A 9.1 i 30 May 10
Index 9.1 Carriage of Dangerous Goods & Weapons ............................................................ 1 9.1.1 Approval ............................................................................................................... 1 9.1.2 Terminology .......................................................................................................... 1 9.1.3 Excepted Items ..................................................................................................... 3 9.1.4 Classes of Dangerous Goods ............................................................................... 8 9.1.5 Transport of Dangerous Goods ............................................................................ 9 9.1.5.1 Limitations on the Transport of Dangerous Goods ......................................... 9 9.1.5.2 Labelling and Marking..................................................................................... 9 9.1.5.3 Dangerous Goods Transport Document ......................................................... 9 9.1.5.3.1 Special Load Notification to Captains (NOTOC) Form ........................ 9 9.1.5.4 Acceptance of Dangerous Goods ................................................................. 10 9.1.5.5 Dangerous Goods Acceptance Checklist ..................................................... 10 9.1.5.6 Inspection for Damage, Leakage or Contamination...................................... 10 9.1.5.7 Removal of Contamination ........................................................................... 11 9.1.5.8 Loading Restrictions ..................................................................................... 11 9.1.5.9 Provision of Information ................................................................................ 11 9.1.6 Cargo Compartment Classification ..................................................................... 11 9.1.6.1 Accessibility of Dangerous Goods ................................................................ 12 9.1.7 Training Programmes. ........................................................................................ 12 9.1.8 Dangerous Goods Incident and Accident ........................................................... 12 9.1.8.1 Dangerous Goods in Inaccessible Cargo Compartments ............................. 13 9.1.8.2 Passengers................................................................................................... 13 9.1.8.3 Identifying Dangerous Goods ....................................................................... 14 9.1.8.4 Landing as Soon as Possible........................................................................ 14 9.1.8.5 Notifying the Commander of a Problem........................................................ 14 9.1.8.6 Information by the Commander .................................................................... 14 9.1.8.7 Using the ICAO Doc 9481 Emergency Response Guidance Document .... 14 9.1.9 Procedures and Checklists ................................................................................. 15 9.1.9.1 Guidance Related to the Flight Crew Checklist............................................. 15 9.1.9.2 Guidance Related to the Cabin Crew Checklist ............................................ 16 9.1.10 Raising of a Dangerous Goods Accident/Incident Report................................. 17
9.1 CARRIAGE OF DANGEROUS GOODS AND WEAPONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 9.1 ii 30 May 10
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 9.1 1 30 May 10
General. Air Italy is authorised to the transpor tation of Dangerous Goods & W eapons. The following chapter provides in formation for the personnel involved and is only a complement to the dangerous good syllabus 9.1 CARRIAGE OF DANGEROUS GOODS & WEAPONS The carriage of dangerous goods on aircraft must comply with the provisions of the current ICAO Technical Instructions for the Safe Transport of Dangerous Goods by Air (Document 9284 - AN/905), including all supplements and addenda, irrespective of whether the flight is wholly or partly within or wholly outside the territory of a State. Air Italy is an operator approved for transport of Dangerous Goods. The following paragraphs are useful to make Crew members fully aware about the subject and related problems. All the information reported in this section of the Operations Manual are effective for Air Italy as approved for transport of Dangerous Goods. Air Italy will train its staff according to a program that is defined in this chapter and detailed in OM Part D Chapter 2.1.13 according to EU-OPS 1 9.1.1 Approval Written authorisation from the Authority on the Dangerous Goods Transport Document is reported on Air Italy AOC. In the absence of such authorisation, no person may offer or accept dangerous goods for transport by air. Besides that, all reasonable measures must be taken to ensure that no person offer or accept dangerous goods for transport by air unless the person has been trained and the goods are properly classified, documented, certificate, described, packaged, marked, labelled and in a fit condition for transport as required by the Technical Instructions. However, attention is drawn to the fact that there are articles and substances for which a general dispensation has been granted and which are thus excepted from the provisions of the Technical Instructions. These items are listed below. 9.1.2 Terminology Term used in this section have the following meaning: 1. Acceptance Check List. A document used to assist in carrying out a check on external appearance of packages of dangerous goods and their associated documents to determine that all appropriate requirements have been met. 2. Cargo Aircraft. Any aircraft which is carrying goods or property but not passengers. In this context the following are not considered to be passengers: A Crew Member; An Operators employee permitted by, and carried in accordance with, the instructions contained in the Operations Manual; An authorised representative of an Authority; or A person with duties in respect of a particular shipment on board. 3. Dangerous Goods Accident. An occurrence associated with and related to the transport of dangerous goods which results in fatal or serious injury to a person or major property damage. 4. Dangerous Goods Incident. An occurrence, other than a dangerous goods accident, associated with and related to the transport of dangerous goods, not necessarily 9.1 CARRIAGE OF DANGEROUS GOODS AND WEAPONS
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GENERAL BASIC
A 9.1 2 30 May 10
occurring on board an aircraft, which results in injury to a person, property damage, fire, breakage, spillage, leakage of fluid or radiation or other evidence that the integrity of the packaging has not been maintained. Any occurrence relating to the transport of dangerous goods which seriously jeopardises the aircraft or its occupants is also deemed to constitute a dangerous goods incident. 5. Dangerous Goods Transport Document. A document which is specified by the Technical Instructions. It is completed by the person who offers dangerous goods for air transport and contains information about those dangerous goods. The document bears a signed declaration indicating that the dangerous goods are fully and accurately described by their proper shipping names and UN/ID numbers and that they are correctly classified, packed, marked, labelled and in a proper condition for transport. 6. Freight Container. A freight container is an article of transport equipment for radioactive materials, designed to facilitate the transport of such materials, either packaged or unpackaged by one or more modes of transport. NOTE. See Unit Load Device where the dangerous goods are not radioactive materials. 7. Handling Agent. An agency which performs on behalf of the operator some or all of the latters functions including receiving, loading, unloading, transferring or order processing of passengers or cargo. 8. ID Number. A temporary identification number for an item of dangerous goods which has not been assigned a UN Number. 9. Overpack. An enclosure used by a single shipper to contain one or more packages and to form one handling unit for convenience of handling and stowage. NOTE. A unit load device is not included in this definition. 10. Package. The complete product of the packing operation consisting of the packaging and its contents prepared for transport. 11. Packaging. Receptacles and any other components or materials necessary for the receptacle to perform its containment function and to ensure compliance with the packing requirements. 12. Proper Shipping Name. The name to be used to describe a particular article or substance in all shipping documents and notifications and where appropriate, on packagings. 13. Serious Injury. An injury which is sustained by a person in an accident and which: Requires hospitalisation for more than 48 hours, commencing within seven days from the date the injury was received; or Results in a fracture of any bone (except simple fractures of fingers, toes or nose); or Involves lacerations which cause severe haemorrhage, nerve, muscle or tendon damage; or Involves injury to any internal organ; or Involves second or third degree burns, or any burns affecting more than 5% of the body surface; or Involves verified exposure to infectious substances or injurious radiation. 14. State of Origin. The Authority in whose territory the dangerous goods were first loaded on an aircraft. 15. Technical Instructions. The latest effective edition of the Technical Instructions for the Safe Transport of Dangerous Goods by Air (Doc 9284-AN/905), including the 9.1 CARRIAGE OF DANGEROUS GOODS AND WEAPONS
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GENERAL BASIC
A 9.1 3 30 May 10
Supplement and any Addendum, approved and published by decision of the Council of the International Civil Aviation Organisation. 16. UN Number. The four-digit number assigned by the United Nations Committee of Experts on the Transport of Dangerous Goods to identify a substance or a particular group of substances. 17. Unit Load Device. Any type of aircraft container, aircraft pallet with a net, or aircraft pallet with a net over an igloo. NOTE. An overpack is not included in this definition; for a container containing radioactive materials see the definition for freight container. 9.1.3 Excepted Items These items are not considered dangerous goods. Certain articles and substances which would otherwise be classified as dangerous goods are excepted from the provisions of the Technical Instructions on the carriage of dangerous goods, provided they are: A. Required to be aboard the aircraft in accordance with the relevant EUs or for operating reasons. This includes replacements and spares, which shall be transported on an aeroplane as specified in the Technical Instructions. Note: Dangerous goods required to be on board an aircraft in accordance with relevant EUs or for operating reasons are those which are for the use in flight as: a) airworthiness of the aircraft; b) safe operation of the aircraft; c) health of passengers or crew; d) veterinary and or as humane killer for an animal. Such dangerous goods include but are not limited to: batteries; fire extinguishers; first aid kits; insecticides/air fresheners; life saving appliances; portable oxygen supplies; goods carried as catering or cabin service supplies e.g. dry ice, alcoholic beverages; alcoholic beverages, perfumes and colognes carried by the operator for use or sale on board during the flight or series of flights. B. Carried for use in flight for medical aid for a patient, provided that: gas cylinders have been manufactured specifically for the purpose of containing and transporting that particular gas; drugs, medicines and other medical matter are under the control of trained personnel during the time when they are in use in the aircraft; wet cell batteries are kept upright to prevent spillage of the electrolyte; proper, provision is made to stow and secure all the equipment during Take Off and Landing and at all other times when deemed necessary by the Commander in the interests of safety. C. Intended for the personal use of passengers or Crew-members as follows:
OPERATIONS MANUAL
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GENERAL BASIC
A 9.1 4 30 May 10
alcoholic beverages carried by passengers or crew as carry on or checked in baggage, provided that the quantity in each receptacle does not exceed 5 lt; non-radioactive medicinal or toilet articles (including aerosols, hair sprays, colognes, perfumes, medicines including alcohol) carried in or as carry on or checked baggage. Aerosols, which are non-flammable, non-toxic and without subsidiary risk, and which are for sporting or home use (as distinct from personal use), may be carried in checked baggage only. The total net quantity of all such medical or toilet articles must not exceed 2 kg or 2 lt and the net quantity of each single article must not exceed 0.5 kg or 0.5 lt; safety matches or a lighter for the person's own use when carried on him. 'Strike anywhere' matches, lighters containing unabsorbed liquid fuel (other than liquefied gas), lighter fuel and lighter refills are not permitted; a hydrocarbon gas powered hair curler, provided the safety cover is securely fitted over the heating element. Gas refills are not permitted; small gaseous oxygen or air cylinders required for medical use; small carbon dioxide gas cylinders worn by passengers for the operation of mechanical limbs, also spare cylinders of a similar size if required to ensure an adequate supply for the duration of the journey; radioisotopic cardiac pacemakers or other devices (including those powered by lithium batteries) implanted in a person, or radiopharmaceuticals contained within the body of a person as a result of medical treatment; a small medical or clinical thermometer containing mercury, for the person's own use when in its protective case; as checked baggage only, securely boxed cartridges (in division 1.4S) for sporting purposes, in quantities not exceeding 5 kg gross per passenger for personal use, excluding ammunition with explosive or incendiary projectiles. Allowances for more than one passenger must not be combined into one or more packages.
Note: Division 1.4S is a classification assigned to an explosive. It refers to cartridges which are packed or designed so that any dangerous effects from the accidental functioning of one or more cartridges in a package are confined within the package unless it has been degraded by fire, when the dangerous effects are limited to the extent that they do not hinder fire fighting or other emergency response efforts in the immediate vicinity of the package. Cartridges for sporting use are likely to be within Division 1.4S. heat producing articles such as underwater torches (diving lamps) and soldering irons provided that the heat producing component of the energy source must be removed so as to prevent unintentional functioning during transport; dry ice in quantities not exceeding 2 kg per passenger when used to pack perishables if carry on baggage, provided the package permits the release of carbon dioxide gas; wheelchairs with non-spillable batteries (as defined in Packing Instruction 800) as checked baggage provided that the battery is disconnected, the 9.1 CARRIAGE OF DANGEROUS GOODS AND WEAPONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 9.1 5 30 May 10
battery terminals are insulated to prevent accidental short circuits and the battery is securely attached to the wheelchair; wheelchairs with spillable batteries as checked baggage, provided that the battery is removed from the wheelchair. The removed battery must be carried in strong rigid packaging as follows: - the packagings must be leaktight, impervious to battery fluid and be protected against upset by using appropriate means of securement (other than by bracing them with freight or baggage) such as by use of restraining straps, brackets or holders; - batteries must be protected against short circuits, secured upright in these packaging and surrounded by compatible absorbent material sufficient to absorb their total liquid contents; - these packages must be marked this way up and Battery, wet, with wheelchair and be labelled with a Corrosive label. Note 1. The Commander must be informed of the location of a wheelchair with an installed battery or the location of a packed battery. It is recommended to passenger that they make advance arrangements with the Operator and that batteries which are non-spillable be fitted with spill resistant vent caps when feasible. In the case of electric wheelchairs, if the passenger is unable to confirm that the battery is of the non-spillable type, it must be treated as a spillable battery Note 2. Security attached cases (which may contain lithium batteries and/or pyrotechnical material) are totally forbidden.
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air italy
GENERAL BASIC
A 9.1 6 30 May 10
Provisions for Dangerous Goods Carried by Passengers or Crew Table from IATA D.G. Regulation 51th Edition (valid from 01-01-2010 31-12-2010)
(1)
(3)
(3)
(4) (2)
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 9.1 7 30 May 10
(5)
(*) A authorisation shall be received by the FOPH or his Deputy for the carriage of all items with required Operators approval except for those with specific reference in the O.M. Part A. (1) Ref. to O.M. Part. A Ch 9 (2) Ref. to O.M. Part. A Ch 8/9 (3) Ref. to O.M. Part. A Ch 8/9 (4) Ref. to O.M. Part. A Ch 9 (5) Ref. to O.M. Part. A Ch 8/9
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 9.1 8 30 May 10
9.1.4 Classes of Dangerous Goods The following information on the classification of dangerous goods is offered for the guidance of Crew-members. Common examples of the goods in each class are provided. Dangerous goods are divided into nine classes reflecting the type of risk involved. It is emphasised that the order in which they are listed does not imply a relative degree of danger. Articles and substances are classified as dangerous goods as specified in the Technical Instructions will be packed as specified in the same Technical Instructions. The nine Classes of Dangerous Goods are: CLASSes of DANGEROUS GOODs
Class 1
Explosives (e.g. fireworks, ammunition) Gases compressed, liquefied, dissolved under pressure or refrigerated (e.g. aerosols, butane gas lighter refills) Flammable Liquids (e.g. paint, thinners, white spirit) Flammable Solids (e.g. strike anywhere matches) Substances liable to Spontaneous Combustion (e.g.sodium) Substances which, on contact with water emit Flammable Gases (e.g. barium) Oxidising Substances (e.g. some bleaching powders) Organic Peroxides (e.g. glass fibre repair kits, hydrogen peroxide) Poisonous (toxic) Substances (e.g. insecticides. drugs) Infectious Substances (e.g. bacterial agents) Radioactive Materials (e.g. medical radioisotopes)
Class 2
Class 3
Class 4
Class 5
Class 6
Class 7
Class 8
Corrosives (e.g. mercury, acid) Miscellaneous Dangerous Goods (e.g. magnetised materials, acetaldehyde ammonia, expendable polystyrene beads)
Class 9
Another way to identify a substance or a particular group of substances is the four-digit number assigned by the United Nations Committee of Expert on the Transport of Dangerous Goods, named as UN Number.
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 9.1 9 30 May 10
9.1.5 Transport of Dangerous Goods 9.1.5.1 Limitations on the Transport of Dangerous Goods Articles and substances that are specifically identified by name or generic description in the Technical Instructions as being forbidden for transport under any circumstances are not carried on any aeroplane. Moreover, articles and substances or other goods that are identified in the Technical Instructions as being forbidden for transport in normal circumstances will only be transported when: - they are exempted by the States concerned under the provisions of the Technical Instructions, or - the Technical Instructions indicate they may be transported under an approval issued by the State of Origin. 9.1.5.2 Labelling and Marking Packages, overpacks and freight containers will be labelled and marked as specified in the Technical Instructions. Where dangerous goods are carried on a flight which takes place wholly or partly outside the territory of a State, labelling and marking must be in the English language in addition to any other language requirements. 9.1.5.3 Dangerous Goods Transport Document Except when otherwise specified in the Technical Instructions, dangerous goods will be accompanied by a Dangerous Goods Transport Document. Where dangerous goods are carried on a flight which takes place wholly or partly outside the territory of a State, the English language must be used for the dangerous goods document in addition to any other language requirements. 9.1.5.3.1 Special Load Notification to Captains (NOTOC) Form This form is used whenever Dangerous Goods or other special loads, e.g. livestock, are loaded on the aircraft. It must be signed by the aircraft loading supervisor, or the dispatcher, or any other responsible agent according to local procedures. It must also be signed by the Commander as proof that he has seen it and hence is aware that restricted articles are being carried. One copy is kept at the Station and the other must be kept for the information of Commanders on subsequent sectors. The action to be taken by Commanders on detection of the presence of prohibited articles in the passenger cabin is to off-load both the articles and the custodian into the hands of the authorities on the ground at the first available moment. He should order appropriate precautions to safeguard the aircraft, passengers and Crew, unless the Commander is satisfied: that possession of the article was innocent and that when separated from it, the passenger may safely be allowed to proceed; that the consequences of off-loading the passenger will be to impose intolerable delay to the continuation of the service, and that off-loading of the article alone is sufficient to ensure that the service can be safely continued. Commander must brief the crew about the dangerous goods and any special procedure required. Commander must also include in departure/arrival brief any special procedure required in event of non normal situation.
OPERATIONS MANUAL
air italy
GENERAL BASIC
A 9.1 10 30 May 10
9.1.5.4 Acceptance of Dangerous Goods Air Italy staff shall accept only articles or substances identified in the Technical Instructions as being transportable on an aeroplane. The following provisions shall be followed as described and specified in the Technical Instructions. Articles or substances classified. Properly packed. Packages, overpacks and freight containers labelled and marked. Labelling and marking must be in English language. Dangerous goods must be accompanied by Dangerous Goods transport document. Packages, overpacks and freight containers must be inspected according to the procedures for leakage, damage. Acceptance check list shall be used. Leaking or damaged packages, overpacks, freight containers and unit load device must not be loaded. Unit load device and/or aeroplane and its load must be inspected for damage or contamination when it is evident that a damage or leakage has occurred. Damaged or leaking package shall be removed by appropriate authority or organisation. Aeroplane which has been contaminated by radioactive materials shall be taken out of service. No Dangerous Goods are carried on aeroplane cabin or flight deck unless specified. The load in the cargo compartment shall be properly stowed, secured, segregated. Dangerous Goods designated for carriage only on Cargo Aircraft shall not be carried on passenger aircraft. Written information to the Commander. Ground and Air Crew shall be trained. 9.1.5.5 Dangerous Goods Acceptance Checklist Dangerous Goods Regulations - D.G.R. manuals issued by I.A.T.A. (which is in accordance with ICAO, Annex 18) must be used for acceptance of Dangerous Goods articles. It worth noting that the D.G.R. manual must be considered as a part of the Operations Manual, part A, paragraph 9.1. 9.1.5.6 Inspection for Damage, Leakage or Contamination The Commander will ensure that: - packages, overpacks and freight containers are inspected for evidence of leakage or damage immediately prior to loading on an aeroplane or into a unit load device, as specified in the Technical Instructions; - a unit load device is not loaded on an aeroplane unless it has been inspected as required by the Technical Instructions and found free of any evidence of leakage from, or damage to, the dangerous goods contained therein; - leaking or damaged packages, overpacks or freight containers are not loaded on an aeroplane; - any package of dangerous goods found on an aeroplane and which appears to be damaged or leaking is removed or arrangements made for its removal by an appropriate authority or organisation. In this case the remainder of the consignment will be inspected to ensure it is in a proper condition for transport and that no damage or contamination has occurred to the aeroplane or its load; and 9.1 CARRIAGE OF DANGEROUS GOODS AND WEAPONS
OPERATIONS MANUAL
air italy
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A 9.1 11 30 May 10
packages, overpacks and freight containers are inspected for signs of damage or leakage upon unloading from an aeroplane or from a unit load device and, if there is evidence of damage or leakage, the area where the dangerous goods were stowed is inspected for damage or contamination. 9.1.5.7 Removal of Contamination The Commander will ensure that: - any contamination found as a result of the leakage or damage of dangerous goods is removed without delay; and an aeroplane which has been contaminated by radioactive materials is immediately taken out of service and not returned until the radiation level at any accessible surface and the non-fixed contamination are not more than the values specified in the Technical Instructions. 9.1.5.8 Loading Restrictions The Commander will ensure that the dangerous goods: - are not carried in an aeroplane cabin occupied by passengers or on the flight deck, unless otherwise specified in the Technical Instructions; - are loaded, segregated, stowed and secured on an aeroplane in the cargo compartments as specified in the Technical Instructions. 9.1.5.9 Provision of Information Air Italy staff will ensure that: - information to Ground Staff is provided to enable them to carry out their duties with regard to the transport of dangerous goods, including the actions to be taken in the event of incidents and accidents involving dangerous goods; and - where applicable, the above information is also provided to the operators handling agent; - in accordance with the Technical Instructions, passengers are warned as to the types of goods which they are forbidden from transporting aboard an aeroplane; - notices are provided by the operator or his handling agent, at acceptance points for cargo giving information about the transport of dangerous goods; - the Commander is provided with written information, as specified in the Technical Instructions. 9.1.6 Cargo Compartment Classification Cargo compartments are classified as follows: Class A. A Class A cargo or baggage compartment is one In which: a) the presence of a fire would be easily discovered by a crew member while at his or her station; and b) each part of the compartment Is easily accessible in flight. Class B. A Class B cargo or baggage compartment is one in which: a) there is sufficient access In flight to enable a crew member to effectively reach any part of the compartment with the contents of a hand fire extinguisher; b) when the access provisions are being used, no hazardous quantity of smoke, flames or extinguishing agent will enter any compartment occupied by the crew or passengers; and c) there is a separate approved smoke detector or fire detector system to give warning at the pilot or flight engineer station.
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GENERAL BASIC
A 9.1 12 30 May 10
Class C. A Class C cargo or baggage compartment is one not meeting the requirements for either a Class A or B compartment but In which: a) there is a separate approved smoke detector or fire detector system to give warning at the pilot or flight engineer station; b) there is an approved built-in fire-extinguishing system controllable from the pilot or flight engineer station; c) there are means of excluding hazardous quantities of smoke, flames, or extinguishing agent from any compartment occupied by the crew or passengers; and d) there are means of controlling ventilation and draughts within the compartment so that the extinguishing agent used can control any fire that may start within the compartment. Class D. A Class D cargo or baggage compartment is one in which: a) a fire occurring In it will be completely confined without endangering the safety of the aeroplane or the occupants; b) there are means of excluding hazardous quantities of smoke, flames, or other noxious gases from any compartment occupied by the crew or passengers; c) ventilation and draughts are controlled within each compartment so that any fire likely to occur in the compartment will not progress beyond safe limits; and d) consideration Is given to the effect of heat within the compartment on adjacent critical parts of the aeroplane. For compartments of 14.2 m2 or less, an airflow of 42.5 m2per hour is acceptable. Class E. A Class E cargo compartment Is one on aeroplanes used only for the carriage of cargo and in which: a) there Is a separate approved smoke or fire detector system to give warning at the pilot or flight engineer station; b) there are means of shutting off the ventilating airflow to or within the compartment, and the controls for these means are accessible to the flight crew In the crew compartment; c) there are means of excluding hazardous quantities of smoke, flames, or noxious gases, from the flight crew compartment; and d) the required crew emergency exits are accessible under any cargo loading conditions. 9.1.6.1 Accessibility of Dangerous Goods Dangerous goods bearing the "cargo aircraft only" label are required to be accessible In flight, except for: 1) flammable liquids (Class 3) of Packing Group 111, without subsidiary risks; 2) toxic and infectious substances (Class 6); 3) radioactive materials (Class 7); and 4) miscellaneous dangerous goods (Class 9). Other dangerous goods (those which do not bear "cargo aircraft only" labels) are not required to be accessible. 9.1.7 Training Programmes. Refer to OM Part D Training or approved TRTO Course 9.1.8 Dangerous Goods Incident and Accident The primary consideration in any Incident/Accident should be to preserve the ability of the crew to fly the aircraft. The other considerations are: 9.1 CARRIAGE OF DANGEROUS GOODS AND WEAPONS
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GENERAL BASIC
A 9.1 13 30 May 10
a) to safeguard all other persons on board from the effects of any fumes or liquid from leaking packages of dangerous goods; b) to protect the aircraft structure as far as possible from damage; and c) to control the potential for the dangerous goods to cause any further harmful effect. On a passenger aircraft, the dangerous goods may be in cargo or passengers' baggage in the cargo compartments, or in baggage or in the possession of passengers in the cabin. When they are in the cargo compartments they are likely to be inaccessible, unless the compartment is on the main deck. If it is suspected there is a problem in the cargo compartment, the normal drills for dealing with e.g. fires in cargo compartments, should be carried out. If the problem is in the cabin, the dangerous goods may well affect passengers and cabin crew. It is essential to ensure leaking or fuming items are removed from the cabin area and placed where they cannot affect anyone. A possible place is a toilet, where the positive pressure should ensure fumes are vented overboard, but if the item is suspected of being flammable, consideration should be given as to which toilet is used so that any smoking sections are not traversed in order to reach it. On aircraft where the air is normally recirculated it may be necessary to ensure the air is vented overboard. 9.1.8.1 Dangerous Goods in Inaccessible Cargo Compartments If the normal fire or smoke warnings are activated for an inaccessible cargo compartment, it should be ascertained if there are dangerous goods stowed in it, by using the NOTOC. They may not have caused the fire/smoke but they may become involved. The normal drills for fire/smoke in cargo compartments should be carried out, but it should be realised that if oxidisers or organic peroxides are in the compartment, they may contribute oxygen to a fire and cause it to continue burning even after the cargo compartment fire extinguishers have been activated. 9.1.8.2 Passengers Passengers may deliberately or inadvertently bring dangerous goods which they should not have into the cabin; they are often unaware that the environment on the aircraft is likely to be different to that at ground level. The first indication of a potential incident could be a passenger becoming concerned about an item in their cabin baggage which is leaking or giving off fumes (this can happen because of the reduced pressure); or a passenger seen using an item which is not permitted in the cabin. Also, there have been incidents caused by items which passengers can legitimately take on aircraft but which developed faults during flight. If it appears that the item is not likely to cause a problem, it might be better for the passenger to be allowed to keep it; although a watch should be kept for any sign of leakage or fuming. If it seems likely that the item might cause a problem or is leaking or fuming, it should be dealt with as suggested in the Checklist for Cabin Crew in dealing with an Emergency involving Dangerous Goods reported in CCM.
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GENERAL BASIC
A 9.1 14 30 May 10
9.1.8.3 Identifying Dangerous Goods It is difficult to deal effectively with spillages or leakages of dangerous goods until their identity has been established but it is not always easy to do this, particularly without access to outside assistance. If the item is being carried by a passenger, they should be asked if they can identify it or give any information on the hazard from it or say what is the potential level of risk. Given modern requirements for consumer protection, often items or their packagings carry warnings; if it is not in a language understood, ask if the passenger can translate. Packages of declared dangerous goods have on them their proper shipping name and UN/ID number; and the lists of dangerous goods are both alphabetical and numerical. Experience has shown that it is often undeclared dangerous goods which could cause an incident. In the absence of evidence to the contrary or a suspicion that the truth is being withheld, it should be assumed information shown on packages, documents etc. is accurate. There may be a greater risk in regarding the goods as unidentified than in accepting a described nature and level of hazard. 9.1.8.4 Landing as Soon as Possible Unless it is obvious that an incident has been dealt with successfully, the decision should be taken to land as soon as possible. It should not be hoped the problem can be contained or will go away, it may suddenly develop into a situation which becomes difficult to deal with whilst in flight. 9.1.8.5 Notifying the Commander of a Problem If the cabin crew are involved in an incident the Commander should be told as soon as possible about what has occurred, and be given as many details as are known. If the incident develops, the greater the warning the Commander has and the more details, the better may be the preparation to deal with the consequences. 9.1.8.6 Information by the Commander If the Commander decides to land, air traffic control must be advised of the reason for doing so and given sufficient information, including details of the dangerous goods as shown on any NOTOC, to enable them to alert the airport authority. This is so the emergency services can be warned of any unexpected hazard and be prepared to deal with the aircraft when it lands. These details should be passed on even if the incident did not involve the dangerous goods, since the emergency services may need to be aware of what is on the aircraft in order to make decisions as to the appropriate action to take. 9.1.8.7 Using the ICAO Doc 9481 Emergency Response Guidance Document A dangerous goods incident can only be dealt with as such when the goods are accessible i.e. it occurs in the passenger cabin or an accessible cargo compartment on a passenger aircraft or the main deck of a cargo aircraft. The Emergency Response Guidance document gives specific guidance on dealing with incidents in all these situations, plus dealing with an incident in an inaccessible cargo compartment. The lists in the Emergency Response Guidance document have been designed for incidents occurring with dangerous goods that are accessible, since the correct identification of the goods causing the problem is essential to the correct use of the drills. If the dangerous goods can be identified, the alphabetical or numerical list can be consulted for the appropriate Drill Code. 9.1 CARRIAGE OF DANGEROUS GOODS AND WEAPONS
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A 9.1 15 30 May 10
The Drill Code consists of a number and a letter and a further listing gives information about this number and letter, under the headings of: a) inherent risk; b) risk to aircraft; c) risk to occupants; d) procedure for spillage or leakage; e) procedure for fire-fighting; f) additional considerations; g) any additional risk. Whilst it may appear so, the number in the Drill Code is not always related to the Class/Division of the dangerous goods. Moreover, it may not give actual actions which can be taken but rather present a number of possible consequences and considerations. 9.1.9 Procedures and Checklists It is possible for an emergency to arise at any time on an aircraft involving dangerous goods. Obviously, it is only when the goods can be seen that it can be established they are the cause of the problem or are likely to become involved in it. Where a spillage or leakage has occurred or the package appears to be damaged badly, the decision needs to be taken as to whether or not to attempt to contain the effects. To do this successfully, there needs to be a plan of action to ensure no one suffers injury and no further damage is caused. 9.1.9.1 Guidance Related to the Flight Crew Checklist The checklist in QRH is intended to suggest actions which can be taken progressively to deal with a suspected dangerous goods incident which occurs in flight. It relates mainly to actions which could be taken when the dangerous goods are accessible - either by being on the main deck of a cargo aircraft or in the passenger cabin. It is not intended to be used where there is a warning of fire/smoke in an inaccessible cargo compartment; in these circumstances the standard drills should be used. In using the checklist the following should be borne in mind: a) a) reference to the NOTOC, in conjunction with the checklist, is essential; the NOTOC itemises what dangerous goods are on board in cargo and will aid correct identification of the item causing the problem, thus enabling the appropriate Drill Code to be ascertained; b) b) the decision to send a crew member to investigate an incident should be considered carefully, since if they are overcome by smoke, fumes, etc., the crew complement will be a person short to deal with whatever then happens; c) c) if dangerous goods are not involved in the incident, moving them to a safe area could prevent the problem intensifying; even if they are involved it may be desirable to try to move them to prevent a sudden worsening of the problem. To amplify some of the suggested actions on the checklist: a) if the incident arises in the cabin of a passenger aircraft, it should be left to the cabin crew to deal with initially; b) there should be good communications and co-ordination of actions between the flight crew and cabin crew, since it is essential that each is aware of what the other is planning and doing;
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GENERAL BASIC
A 9.1 16 30 May 10
c) vapours and fumes may not be easily detectable; there should be a smoking ban if there is the possibility these have penetrated the cabin or flight deck and it should remain in force for the remainder of the flight; d) water should not be used on any spillage or when fumes are present since it may spread the spillage or increase the rate of fuming; also consideration should be given to the presence of electrical components if a water extinguisher is to be used; in addition a number of dangerous goods react badly with water; e) spillages, fire and fire-fighting activities may cause damage to electrical systems; consideration should be given to turning off all non-essential electrical items and retaining power only to those instruments, systems and controls necessary for the continuing safety of the aircraft. Power should not be restored until it has been ascertained that it is positively safe to do so; f) after landing, if the incident was in a cargo compartment, the passengers and crew should disembark before cargo compartment doors are opened; if the incident was in the cabin, the passengers and non-essential crew should disembark before any further action is taken to remove the item or deal further with it or the effects of it; g) it should be ensured that ground staff and, if necessary, the emergency services are informed of where the incident occurred and where the dangerous goods now are; if appropriate it should be ensured that the NOTOC is given to the emergency services; h) it is essential that an entry be made in the maintenance log to ensure that checks are made for damage as a result of leakage, spillage etc., and that aircraft equipment (e.g. fire extinguishers etc.) are replenished or replaced, as necessary. 9.1.9.2 Guidance Related to the Cabin Crew Checklist The checklist in CCM is intended to suggest actions which can be taken progressively to deal with a suspected dangerous goods incident which occurs to goods in the possession of a passenger. In using the checklist the following should be borne in mind: a) it may not be possible to deal in total with the incident; the aim should be to ensure that the flight can continue safely, that so far as is possible no one is discomforted and there is no damage; b) if there is fire or spillage it may become worse suddenly through, e.g. contact with cabin furnishings or the air; c) c) there are a number of dangerous goods which can react with paper or cloth and these should not be used to mop up spillages because of the possibility of a reaction; however, if the item has already been in contact with these materials they could be considered for use as a last resort. To amplify some of the suggested actions on the checklist: a) if dangerous goods can be identified by name or UN number, proper information about them will be obtained from the flight crew; b) cabin equipment made from polyethylene or a similar plastic material can be utilised to pick up and contain any spillage, if this is needed; c) oven gloves or fire-resistant gloves, if likely to be absorbent, should be covered with polyethylene bags; d) the assistance of a number of cabin crew members may be required in order to deal effectively with the problem; e) e) if there is only one cabin crew member available, the Commander should be consulted as to whether a passenger should be asked to assist in dealing with the incident; 9.1 CARRIAGE OF DANGEROUS GOODS AND WEAPONS
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f)
GENERAL BASIC
A 9.1 17 30 May 10
f) there should be good communications and co-ordination of actions between the cabin crew and flight crew, since it is essential that each is aware of what the other is planning and doing; g) g) gas-tight breathing equipment should always be worn to deal with smoke, fumes or fire; h) h) water should not be used on any spillage or when fumes are present since it may spread the spillage or increase the rate of fuming; also consideration should be given to the presence of electrical components if a water extinguisher is to be used. In addition, a number of dangerous goods react badly with water; i) i) the spillage of a flammable liquid onto fabric may increase the release of a flammable vapour, making the possibility of a fire more likely if an ignition source, e.g. a lighted cigarette, is present; j) j) removing a leaking container would preclude further leakage which might escalate the incident; k) k) the residue of the leakage, both for powders and liquids, should be contained to prevent spreading by surrounding with non-reactive material, such as polyethylene waste bin bags, duty-free sales bags; l) l) powders may be better left in situ if they do not appear to be causing progressive damage or discomfort to crew or passengers (to check for damage there should be the minimum disturbance of the spillage but the edge should be moved to see what is happening underneath); m) m) extreme caution should be used with liquids; they may be better left in situ, if they do not appear to be causing progressive damage or discomfort to passengers, and covered with polyethylene based material; n) n) polyethylene bags containing leaking items etc. should be placed in a toilet, if possible. On pressurised aircraft this should vent any fumes away from the passengers, but it might not be so on an unpressurised aircraft; o) o) for a limited period polyethylene should not react with any dangerous goods; p) p) badly contaminated cabin furnishings, carpet etc. might need to be removed. They should be stowed in a toilet or in an area well away from passengers and crew, in polyethylene bags if possible; q) q) the use of therapeutic masks with portable oxygen bottles or the passenger dropout oxygen system, to assist passengers if smoke or fumes are present, should not be considered since smoke or fumes could be inhaled through the valves or holes in the masks. Giving passengers a wet towel or other wet cloth to hold over the nose and mouth is more effective in filtering out smoke or fumes; r) r) regular inspections should be made of any item which has been removed to ensure it is not causing any further problem; s) s) it should be ensured that ground staff and, if necessary, the emergency services are informed of where the incident occurred and where the dangerous goods now are; t) t) it is essential that an entry be made in the maintenance log to ensure that checks are made for damage as a result of leakage, spillage etc., and that aircraft equipment (e.g. fire extinguishers etc.) are replenished or replaced, as necessary. 9.1.10 Raising of a Dangerous Goods Accident/Incident Report In case of a Dangerous Goods Accident/Incident a report should be raised and submitted as detailed in Chapter 11, Paragraphs 11.3 and 11.4.
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GENERAL BASIC
A 9.1 18 30 May 10
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GENERAL BASIC
A 9.2 i 15 Apr 10
Index 9.2 Carriage of Weapons, Munitions of War and Sporting Weapons ........................ 1 9.2.1 Carriage of Munitions of War ................................................................................ 1 9.2.1.1 Definition......................................................................................................... 1 9.2.1.2 Prohibition on Carriage of Munitions of War ................................................... 1 9.2.1.3 Over-flight Permission .................................................................................... 1 9.2.1.4 Conditions of Transport .................................................................................. 1 9.2.1.5 Notification to Commander ............................................................................. 1 9.2.2 Carriage of Weapons............................................................................................ 1 9.2.2.1 General........................................................................................................... 1 9.2.2.2 Notification to Commander ............................................................................. 2 9.2.3 Italian Regulation .................................................................................................. 2
9.2 CARRIAGE OF WEAPONS, MUNITIONS OF WAR AND SPORTING WEAPONS
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GENERAL BASIC
A 9.2 ii 15 Apr 10
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GENERAL BASIC
A 9.2 1 30 May 10
9.2 CARRIAGE OF WEAPONS, MUNITIONS OF WAR AND SPORTING WEAPONS 9.2.1 Carriage of Munitions of War 9.2.1.1 Definition Munitions of war means weapons and ammunition designed for use in warfare and includes parts of, or for, such weapons and ammunition. It must be noted, by the way, that there is no internationally agreed definition of weapons of war and ammunitions of war. Where weapons of war or munitions of war are also dangerous goods by definitions (e.g. torpedoes, bombs, etc.) , paragraph 9.1 will also apply. 9.2.1.2 Prohibition on Carriage of Munitions of War Weapons of war and ammunitions of war will not be transported by air unless an approval to do so has been granted by agreement with DOD. It is unlawful to carry munitions of war on any Italian registered aircraft without the express approval of the Minister for Transport (and Navigation). Under no circumstances may such items be carried without this approval, which will apply to a specific single occasion in each case. 9.2.1.3 Over-flight Permission No munitions of war may be carried in or above the territory of any State except by permission of that State. (Art.35 of the Chicago Convention). 9.2.1.4 Conditions of Transport Unless special approval has been received for particular flights, the munitions of war can be transported previous approval. In case of transportation of munitions of war, it must be ensure that this material is: Stowed in the aeroplane in a place which is inaccessible to passengers during flight and In the case of firearms, unloaded, unless, before the commencement of the flight, approval by all States concerned that such munitions of war may be carried in circumstances that differ in part or in total from those indicated in this sub-paragraph. 9.2.1.5 Notification to Commander The Commander must always be notified in writing before a flight begins of the details and location on board the aeroplane of any munitions of war intended to be carried. The identifier code (IATA regulations) of munitions of war is MUW. 9.2.2 Carriage of Weapons 9.2.2.1 General Firearms, which are not classified as munitions of war, should be treated as sporting weapons for the purposes of their carriage on an aeroplane. Sporting weapons (i.e. hunting rifles/shot-guns, air guns, target pistols/rifles, and their ammunition) may be carried as cargo or baggage provided that they are properly packed, unloaded and carried into the aircraft cargo compartment. The same applies to arms in the form of antiques or souvenirs and to any articles which could be used as arms, like knifes or scissors, axes, hatchets, etc. In almost all the aerodromes all passengers must go through a security check before embarking. If they are found with objects that are not cleared to be carried in the cabin, the Authority takes the mentioned objects.
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These articles are packed in specific envelopes and given to the Commander which will return the items to the owner at the end of the flight through the Ramp Agent or Companys representative. Toys pistol, small knifes and all articles that could appear as offensive weapon must be treated as specified above. The Operator further requires that sporting guns be, when possible, dismantled or rendered inoperable (e.g. by having the firing pin removed), and packed in a suitable case or covering before being placed in the hold. Ammunition for sporting weapons may be carried in passengers checked baggage, subject to certain limitation, in accordance with the Technical Instructions ( securely boxed in compliance with IATA regulations and quantities must not exceed those laid down in the Excepted Items section in paragraph 8.2 and 9.1.). Anyhow, when accepting the carriage of sporting weapons, it must be checked that they are: Stowed in the aeroplane in a place which is inaccessible to passengers during flight unless the Authority has determined that compliance is impracticable and has accepted that other procedures might apply In the case of firearms or other weapons that can contain ammunition, unloaded. NOTE. Carriage of Weapons (either weapons and munitions) are not authorized in Low Cost flights. Never less, Italian Regulation reported in paragraph 9.2.3. must be applied. 9.2.2.2 Notification to Commander The Commander must always be notified in writing when any weapons are to be carried through the WAM (Weapons and Ammunitions) code in the Load Sheet. The Commander must also be made aware of the number and location of the authorised armed persons onboard the aircraft. Detailed procedures can be found in GOM, para. 4.6.33 9.2.3 Italian Regulation Transport of arms and ammunition is regulated, in relation to respective competences, by Italian State Law n.694 of 23 December 1974 and by Resolution n.745A of I.A.T.A. Limitations. Transport on board of arms and ammunition is prohibited. Arms and ammunition may be transported only as checked baggage loaded in cargo hold. In no case transport of explosive bullets or war weapons and ammunitions is allowed, except in special situations requiring authorization. Exceptions. In Italy the prohibition to take arms on board does not apply to persons with special badge certifying title of: Chief of Police ; Police inspector or Assistant; Administrative Provincial Inspector; Police officers; Members of the Carabinieri force; Members of State Police; Members of Financial Police (Guardia di Finanza); Members of National Forest Police (Corpo Forestale); 9.2 CARRIAGE OF WEAPONS, MUNITIONS OF WAR AND SPORTING WEAPONS
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Prison officers; Officers, non-commissioned officers, Regulars of the Armed Forces equipped with appropriate documentation proving that bearer/s is/are on duty; Prefects; Sub-prefects; Magistrates; Public Prosecutors and Investigating Judges (GIP). Abroad, the same prohibition to take arms on board does not apply to: The same persons mentioned above, only if they are so allowed by local laws; Members of the local Armed or Police Forces if allowed by local laws, with the exception of United Kingdom.
Station Managers shall ensure that passengers with arms or ammunitions in his hold/carry-on baggage comply with all current rules and regulations. The Captain shall always be advised by Load Sheet of the presence of: Arms and/or ammunitions in the hold; Armed individuals on board. The Captain shall brief such individuals, if deemed necessary, on Security issues. Whenever armed passengers on board are more than one, the Captain , according to his judgement and to circumstances, shall make sure that all such individuals are reciprocally informed of the fact and of their respective seating positions. NOTE (1) If practicable, during Low Cost operations, armed individuals shall be embarked before other passengers. NOTE (2) In the above mentioned special cases, when the prohibition to take arms on board does not apply, arms shall be kept unloaded with ammunition magazines not inserted. Firearms shall in no case be unloaded onboard the aircraft. NOTE (3) In NO cases cabin crews are permitted to serve alcoholic beverages to authorised armed passengers. NOTE (4) If the event armed persons transfer from a Company aircraft to another, all the necessary actions will be taken to facilitate the process by notifying the next operator and/or crew.
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A 9.2 4 30 May 10
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GENERAL BASIC 10 SECURITY Index
A 10.0 i 30 May 10
10.1 SECURITY INSTRUCTIONS AND GUIDANCE ....................................................... 1 10.1.1 Regulations......................................................................................................... 1 10.1.2 International Regulations .................................................................................... 1 10.1.3 Italian Specific Regulation ................................................................................ 15 10.1.4 Authority for Emission of Security Directions .................................................... 15 10.1.5 Unauthorised Carriage...................................................................................... 15 10.1.6 Reporting Procedures....................................................................................... 15 10.1.7 Use of CCTV system ........................................................................................ 15 10.2 PREVENTIVE SECURITY MEASURES AND TRAINING........................................ 1 10.2.1 General Security Measures and Training ........................................................... 1 10.2.2 Hijack Procedures............................................................................................... 8 10.2.3 Bomb Threat ..................................................................................................... 12 10.2.4 Interception Procedures.................................................................................... 19 10.2.5 Biological Hazard.............................................................................................. 19
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GENERAL BASIC 10 SECURITY
A 10.0 ii 30 May 10
OPERATIONS MANUAL
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A 10 i 15 Apr 10
Index 10.1 Security Instructions and Guidance ................................................................. 1 10.1.1 Regulations..................................................................................................... 1 10.1.2 International Regulations ................................................................................ 1 10.1.2.1TOKYO Convention ................................................................................... 1 10.1.2.1.1 TOKYO Convention Countries............................................................ 7 10.1.2.2 Convention of Montreal............................................................................. 8 The Convention of Montreal was held on september 23rd, 1970. .......................... 8 10.1.2.3 Convention of LAja................................................................................. 11 The Convention of LAja was held on December 12th, 1970. ................................ 11 10.1.3 Italian Specific Regulation ............................................................................ 15 10.1.4 Authority for Emission of Security Directions ................................................ 15 10.1.5 Unauthorised Carriage.................................................................................. 15 10.1.6 Reporting Procedures................................................................................... 15 10.1.7 Use of CCTV system .................................................................................... 15 10.1.7.1.1 Pre flight............................................................................................ 15 10.1.7.1.2 Climb ................................................................................................ 16 10.1.7.1.3 Cruise ............................................................................................... 16 10.1.7.1.4 Descent and landing ......................................................................... 16 10.1.7.2 Non normal procedure ............................................................................ 16 10.1.7.2.1 CCTV System failure before flight..................................................... 17 10.1.7.2.2 CCTV System failure airborne .......................................................... 17 10.1.7.2.3 Flights towards and from sensitive area ........................................... 17
10.1 - SECURITY INSTRUCTIONS AND GUIDANCE
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10.1 SECURITY INSTRUCTIONS AND GUIDANCE 10.1.1 Regulations This section is intended to describe general policies with regard to knowledge about actual national and international regulations concerning unlawful acts on board of a Operator aeroplane on the ground and in flight, security measures and specific training. Due to legal reasons, the present chapter has been written mainly in Italian language. 10.1.2 International Regulations 10.1.2.1TOKYO Convention The TOKYO Convention was held on September 14th, 1963. This Convention was accepted by Italian Parliament at December, 4th 1969. CHAPTER I SCOPE OF THE CONVENTION Article 1 1. This Convention shall apply in respect of: (a) offences against penal law; (b) acts which, whether or not they are offences, may or do jeopardize the safety of the aircraft or of persons or property therein or which jeopardize good order and discipline on board. 2. Except as provided in Chapter III, this Convention shall apply in respect of offences committed or acts done by a person on board any aircraft registered in a Contracting State, while that aircraft is in flight or on the surface of the high seas or of any other area outside the territory of any State. 3. For the purposes of this Convention, an aircraft is considered to be in flight from the moment when power is applied for the purpose of take- off until the moment when the landing run ends. 4. This Convention shall not apply to aircraft used in military, customs or police services. Article 2 Without prejudice to the provisions of Article 4 and except when the safety of the aircraft or of persons or property on board so requires, no provision of this Convention shall be interpreted as authorizing or requiring any action in respect of offences against penal laws of a political nature or those based on racial or religious discrimination. CHAPTER II JURISDICTION Article 3 1. The State of registration of the aircraft is competent to exercise jurisdiction over offences and acts committed on board. 2. Each Contracting State shall take such measures as may be necessary to establish its jurisdiction as the State of registration over offences committed on board aircraft registered in such State. 3. This Convention does not exclude any criminal jurisdiction exercised in accordance with national law. Article 4 A Contracting State which is not the State of registration may not interfere with an aircraft in flight in order to exercise its criminal jurisdiction over an offence committed on board except in the following cases: (a) the offence has effect on the territory of such State; (b) the offence has been committed by or against a national or permanent resident of such State; (c) the offence is against the security of such State; 10.1 - SECURITY INSTRUCTIONS AND GUIDANCE
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air italy
A 10 2 15 Apr 10
(d) the offence consists of a breach of any rules or regulations relating to the flight or manoeuvre of aircraft in force in such State; (e) the exercise of jurisdiction is necessary to ensure the observance of any obligation of such State under a multilateral international agreement. CHAPTER III POWERS OF THE AIRCRAFT COMMANDER Article 5 1. The provisions of this Chapter shall not apply to offences and acts committed or about to be committed by a person on board an aircraft in flight in the airspace of the State of registration or over the high seas or any other area outside the territory of any State unless the last point of take- off or the next point of intended landing is situated in a State other than that of registration, or the aircraft subsequently flies in the airspace of a State other than that of registration with such person still on board. 2. Notwithstanding the provisions of Article 1, paragraph 3, an aircraft shall for the purposes of this Chapter, be considered to be in flight at any time from the moment when all its external doors are closed following embarkation until the moment when any such door is opened for disembarkation. In the case of a forced landing, the provisions of this Chapter shall continue to apply with respect to offences and acts committed on board until competent authorities of a State take over the responsibility for the aircraft and for the persons and property on board. Article 6 1. The aircraft commander may, when he has reasonable grounds to believe that a person has committed, or is about to commit, on board the aircraft, an offence or act contemplated in Article 1, paragraph 1, impose upon such person reasonable measures including restraint which are necessary: (a) to protect the safety of the aircraft, or of persons or property therein; or (b) to maintain good order and discipline on board; or (c) to enable him to deliver such person to competent authorities or to disembark him in accordance with the provisions of this Chapter. 2. The aircraft commander may require or authorize the assistance of other crew members and may request or authorize, but not require, the assistance of passengers to restrain any person whom he is entitled to restrain. Any crew member or passenger may also take reasonable preventive measures without such authorization when he has reasonable grounds to believe that such action is immediately necessary to protect the safety of the aircraft, or of persons or property therein. Article 7 1. Measures of restraint imposed upon a person in accordance with Article 6 shall not be continued beyond any point at which the aircraft lands unless: (a) such point is in the territory of a non-Contracting State and its authorities refuse to permit disembarkation of that person or those measures have been imposed in accordance with Article 6, paragraph 1(c) in order to enable his delivery to competent authorities; (b) the aircraft makes a forced landing and the aircraft commander is unable to deliver that person to competent authorities; or (c) that person agrees to onward carriage under restraint. 2. The aircraft commander shall as soon as practicable, and if possible before landing in the territory of a State with a person on board who has been placed under restraint in accordance with the provisions of Article 6, notify the authorities of such State of the fact that a person on board is under restraint and of the reasons for such restraint. 10.1 - SECURITY INSTRUCTIONS AND GUIDANCE
OPERATIONS MANUAL
air italy
A 10 3 15 Apr 10
Article 8 1. The aircraft commander may, in so far as it is necessary for the purpose of subparagraph (a) or (b) or paragraph 1 of Article 6, disembark in the territory of any State in which the aircraft lands any person who he has reasonable grounds to believe has committed, or is about to commit, on board the aircraft an act contemplated in Article 1, paragraph 1(b). 2. The aircraft commander shall report to the authorities of the State in which he disembarks any person pursuant to this Article, the fact of, and the reasons for, such disembarkation. Article 9 1. The aircraft commander may deliver to the competent authorities of any Contracting State in the territory of which the aircraft lands any person who he has reasonable grounds to believe has committed on board the aircraft an act which, in his opinion, is a serious offence according to the penal law of the State of registration of the aircraft. 2. The aircraft commander shall as soon as practicable and if possible before landing in the territory of a Contracting State with a person on board whom the aircraft commander intends to deliver in accordance with the preceding paragraph, notify the authorities of such State of his intention to deliver such person and the reasons therefor. 3. The aircraft commander shall furnish the authorities to whom any suspected offender is delivered in accordance with the provisions of this Article with evidence and information which, under the law of the State of registration of the aircraft, are lawfully in his possession. Article 10 For actions taken in accordance with this Convention, neither the aircraft commander, any other member of the crew, any passenger, the owner or operator of the aircraft, nor the person on whose behalf the flight was performed shall be held responsible in any proceeding on account of the treatment undergone by the person against whom the actions were taken. CHAPTER IV UNLAWFUL SEIZURE OF AIRCRAFT Article 11 1. When a person on board has unlawfully committed by force or threat thereof an act of interference, seizure, or other wrongful exercise of control of an aircraft in flight or when such an act is about to be committed, Contracting States shall take all appropriate measures to restore control of the aircraft to its lawful commander or to preserve his control of the aircraft. 2. In the cases contemplated in the preceding paragraph, the Contracting State in which the aircraft lands shall permit its passengers and crew to continue their journey as soon as practicable, and shall return the aircraft and its cargo to the persons lawfully entitled to possession. CHAPTER V POWERS AND DUTIES OF STATES Article 12 Any Contracting State shall allow the commander of an aircraft registered in another Contracting State to disembark any person pursuant to Article 8, paragraph 1. Article 13 1. Any Contracting State shall take delivery of any person whom the aircraft commander delivers pursuant to Article 9, paragraph 1. 2. Upon being satisfied that the circumstances so warrant, any Contracting State shall take custody or other measures to ensure the presence of any person suspected of an act contemplated in Article 11, paragraph 1 and of any person of whom it has taken delivery. The custody and other measures shall be as provided in the law of that State but may only be continued for such time as is reasonably necessary to enable any criminal or extradition proceedings to be instituted. 10.1 - SECURITY INSTRUCTIONS AND GUIDANCE
OPERATIONS MANUAL
air italy
A 10 4 15 Apr 10
3. Any person in custody pursuant to the previous paragraph shall be assisted in communicating immediately with the nearest appropriate representative of the State of which he is a national. 4. Any Contracting State, to which a person is delivered pursuant to Article 9, paragraph 1, or in whose territory an aircraft lands following the commission of an act contemplated in Article 11, paragraph 1, shall immediately make a preliminary enquiry into the facts. 5. When a State, pursuant to this Article, has taken a person into custody, it shall immediately notify the State of registration of the aircraft and the State of nationality of the detained person and, if it considers it advisable, any other interested State of the fact that such person is in custody and of the circumstances which warrant his detention. The State which makes the preliminary enquiry contemplated in paragraph 4 of this Article shall promptly report its findings to the said States and shall indicate whether it intends to exercise jurisdiction. Article 14 1. When any person has been disembarked in accordance with Article 8, paragraph 1, or delivered in accordance with Article 9, paragraph 1, or has disembarked after committing an act contemplated in Article 11, paragraph 1, and when such person cannot or does not desire to continue his journey and the State of landing refuses to admit him, that State may, if the person in question is not a national or permanent resident of that State, return him to the territory of the State of which he is a national or permanent resident or to the territory of the State in which he began his journey by air. 2. Neither disembarkation, nor delivery, not the taking of custody or other measures contemplated in Article 13, paragraph 2, nor return of the person concerned, shall be considered as admission to the territory of the Contracting State concerned for the purpose of its law relating to entry or admission of persons and nothing in this Convention shall affect the law of a Contracting State relating to the expulsion of persons from its territory. Article 15 1. Without prejudice to Article 14, any person who has been disembarked in accordance with Article 8, paragraph 1, or delivered in accordance with Article 9, paragraph 1, or has disembarked after committing an act contemplated in Article 11, paragraph 1, and who desires to continue his journey shall be at liberty as soon as practicable to proceed to any destination of his choice unless his presence is required by the law of the State of landing for the purpose of extradition or criminal proceedings. 2. Without prejudice to its law as to entry and admission to, and extradition and expulsion from its territory, a Contracting State in whose territory a person has been disembarked in accordance with Article 8, paragraph 1, or delivered in accordance with Article 9, paragraph 1 or has disembarked and is suspected of having committed an act contemplated in Article 11, paragraph 1, shall accord to such person treatment which is no less favourable for his protection and security than that accorded to nationals of such Contracting State in like circumstances. CHAPTER VI OTHER PROVISIONS Article 16 1. Offences committed on aircraft registered in a Contracting State shall be treated, for the purpose of extradition, as if they had been committed not only in the place in which they have occurred but also in the territory of the State of registration of the aircraft. 2. Without prejudice to the provisions of the preceding paragraph, nothing in this Convention shall be deemed to create an obligation to grant extradition.
OPERATIONS MANUAL
air italy
A 10 5 15 Apr 10
Article 17 In taking any measures for investigation or arrest or otherwise exercising jurisdiction in connection with any offence committed on board an aircraft the Contracting States shall pay due regard to the safety and other interests of air navigation and shall so act as to avoid unnecessary delay of the aircraft, passengers, crew or cargo. Article 18 If Contracting States establish joint air transport operating organizations or international operating agencies, which operate aircraft not registered in any one State those States shall, according to the circumstances of the case, designate the State among them which, for the purposes of this Convention, shall be considered as the State of registration and shall give notice thereof to the International Civil Aviation Organization which shall communicate the notice to all States Parties to this Convention. CHAPTER VII FINAL CLAUSES Article 19 Until the date on which this Convention comes into force in accordance with the provisions of Article 21, it shall remain open for signature on behalf of any State which at that date is a Member of the United Nations or of any of the Specialized Agencies. Article 20 1. This Convention shall be subject to ratification by the signatory States in accordance with their constitutional procedures. 2. The instruments of ratification shall be deposited with the International Civil Aviation Organization. Article 21 1. As soon as twelve of the signatory States have deposited their instruments of ratification of this Convention, it shall come into force between them on the ninetieth day after the date of the deposit of the twelfth instrument of ratification. It shall come into force for each State ratifying thereafter on the ninetieth day after the deposit of its instrument of ratification. 2. As soon as this Convention comes into force, it shall be registered with the SecretaryGeneral of the United Nations by the International Civil Aviation Organization. Article 22 1. This Convention shall, after it has come into force, be open for accession by any State Member of the United Nations or of any of the Specialized Agencies. 2. The accession of a State shall be effected by the deposit of an instrument of accession with the International Civil Aviation Organization and shall take effect on the ninetieth day after the date of such deposit. Article 23 1. Any Contracting State may denounce this Convention by notification addressed to the International Civil Aviation Organization. 2. Denunciation shall take effect six months after the date of receipt by the International Civil Aviation Organization of the notification of denunciation. Article 24 1. Any dispute between two or more Contracting States concerning the interpretation or application of this Convention which cannot be settled through negotiation, shall, at the request of one of them, be submitted to arbitration. If within six months from the date of the request for arbitration the Parties are unable to agree on the organization of the arbitration, any one of those Parties may refer the dispute to the International Court of Justice by request in conformity with the Statute of the Court. 2. Each State may at the time of signature or ratification of this Convention or accession thereto, declare that it does not consider itself bound by the preceding paragraph. The 10.1 - SECURITY INSTRUCTIONS AND GUIDANCE
OPERATIONS MANUAL
air italy
A 10 6 15 Apr 10
other Contracting States shall not be bound by the preceding paragraph with respect to any Contracting State having made such a reservation. 3. Any Contracting State having made a reservation in accordance with the preceding paragraph may at any time withdraw this reservation by notification to the International Civil Aviation Organization. Article 25 Except as provided in Article 24 no reservation may be made to this Convention. Article 26 The International Civil Aviation Organization shall give notice to all States Members of the United Nations or of any of the Specialized Agencies: (a) of any signature of this Convention and the date thereof; (b) of the deposit of any instrument of ratification or accession and the date thereof; (c) of the date on which this Convention comes into force in accordance with Article 21, paragraph 1; (d) of the receipt of any notification of denunciation and the date thereof; and (e) of the receipt of any declaration or notification made under Article 24 and the date thereof.
OPERATIONS MANUAL
air italy
A 10 7 15 Apr 10
10.1.2.1.1 TOKYO Convention Countries

Afghanistan Albania Algeria Antigua & Bermuda Argentina Australia Bahamas Bahrain Bangladesh Barbados Belgium Bhutan Bolivia Bosnia & Herzogov. Botswana Brazil Brunei Darussalam Bulgaria Burkina Faso Burundi Cambodia Cameroon Canada Cape Verde Central African Rep. Chad Chile China Colombia Comoros Congo Costa Rica Cote dIvoire Croatia Cyprus Czech Republic Dem.Rep.of the Congo Denmark Djibouti Lebanon Dominican Republic Ecuador Egypt EI Salvador Equatorial Guinea Estonia Ethiopia Fiji Finland France Gabon Gambia Georgia Germany Ghana Greece Grenada Guatemala Guinea Guyana Haiti Holy See Honduras Hungary Iceland India Indonesia Iran, Islamic Iraq Ireland Israel Italy Jamaica Japan Jordan Kazakhstan Kenya Kingdom of New Zeakabd Kuwait Lao Peoples Democratic Rep. Latvia Lebanon Lesotho Liberia Libyan Arab Lithuania Luxembourg Macedonia Madagascar Malawi Malaysia Maldives Mali Malta Marshal Islands Mauritania Mauritius Mexico Monaco Mongolia Morocco Myanmar Nauru Nepal Netherlands Nicaragua Niger Norway Oman Pakistan Palau Panama Papua New Guinea Paraguay Peru Philippines Poland Portugal Qatar Republic of Moldova Romania Russian Federation Rwanda Saint Lucia Saint Vincent & the Grenadines Saudi Arabia Senegal Seychelles Sierra Leone Singapore Slovakia Slovenia Soloman Islands South Africa Spaom Sri Lanka Suriname Sweden Switzerland Syrian Arab Rep. Tajikistan Thailand Togo Trinidad & Tobago Tunisia Turkey Uganda Ukraine Unit Arab Emirates United Kingdom Unit.Rep.of Tanzania United States Uruguay Uzbekistan Vanuaru Venezuela Vietnam Yemen Yugoslavia Zambia Zimbabwe
OPERATIONS MANUAL
air italy
10.1.2.2 Convention of Montreal
A 10 8 15 Apr 10
The Convention of Montreal was held on september 23rd, 1970. The States Parties to this Convention, Considering that unlawful acts of seizure or exercise of control of aircraft in flight jeopardize the safety of persons and property, seriously affect the operation of air services, and undermine the confidence of the peoples of the world in the safety of civil aviation; Considering that the occurrence of such acts is a matter of grave concern; Considering that, for the purpose of deterring such acts, there is an urgent need to provide appropriate measures for punishment of offenders; Have Agreed As Follows: Article 1 Any person who on board an aircraft in flight: a. unlawfully, by force or threat thereof, or by any other form of intimidation, seizes, or exercises control of, that aircraft, or attempts to perform any such act, or b. is an accomplice of a person who performs or attempts to perform any such act commits an offence (hereinafter referred to as "the offence"). Article 2 Each Contracting State undertakes to make the offence punishable by severe penalties. Article 3 1. For the purposes of this Convention, an aircraft is considered to be in flight at any time from the moment when all its external doors are closed following embarkation until the moment when any such door is opened for disembarkation. In the case of a forced landing, the flight shall be deemed to continue until the competent authorities take over the responsibility for the aircraft and for persons and property on board. 2. This Convention shall not apply to aircraft used in military, customs or police services. 3. This Convention shall apply only if the place of take-off or the place of actual landing of the aircraft on board which the offence is committed is situated outside the territory of the State of registration of that aircraft; it shall be immaterial whether the aircraft is engaged in an international or domestic flight. 4. In the cases mentioned in Article 5, this Convention shall not apply if the place of take-off and the place of actual landing of the aircraft on board which the offence is committed are situated within the territory of the same State where that State is one of those referred to in that Article. 5. Notwithstanding paragraphs 3 and 4 of this Article, Articles 6, 7, 8, and 10 shall apply whatever the place of take-off or the place of actual landing of the aircraft, if the offender or the alleged offender is found in the territory of a State other than the State of registration of that aircraft. Article 4 1. Each Contracting State shall take such measures as may be necessary to establish its jurisdiction over the offence and any other act of violence against passengers or crew committed by the alleged offender in connection with the offence, in the following cases: a. when the offence is committed on board an aircraft registered in that State; b. when the aircraft on board which the offence is committed lands in its territory with the alleged offender still on board; c. when the offence is committed on board an aircraft leased without crew to a lessee who has his principal place of business or, if the lessee has no such place of business, his permanent residence, in that State. 2. Each Contracting State shall likewise take such measures as may be necessary to establish its jurisdiction over the offence in the case where the alleged offender is present in its territory 10.1 - SECURITY INSTRUCTIONS AND GUIDANCE
OPERATIONS MANUAL
air italy
A 10 9 15 Apr 10
and it does not extradite him pursuant to Article 8 to any of the States mentioned in paragraph 1 of this Article. 3. This Convention does not exclude any criminal jurisdiction exercised in accordance with national law. Article 5 The Contracting States which establish joint air transport operating organizations or international operating agencies, which operate aircraft which are subject to joint or international registration shall, by appropriate means, designate for each aircraft the State among them which shall exercise the jurisdiction and have the attributes of the State of registration for the purpose of this Convention and shall give notice thereof to the International Civil Aviation Organization which shall communicate the notice to all States Parties to this Convention. Article 6 1. Upon being satisfied that the circumstances so warrant, any Contracting State in the territory of which the offender or the alleged offender is present, shall take him into custody or take other measures to ensure his presence. The custody and other measures shall be as provided in the law of that State but may only be continued for such time as is necessary to enable any criminal or extradition proceedings to be instituted. 2. Such State shall immediately make a preliminary enquiry into the facts. 3. Any person in custody pursuant to paragraph 1 of this Article shall be assisted in communicating immediately with the nearest appropriate representative of the State of which he is a national. 4. When a State, pursuant to this Article, has taken a person into custody, it shall immediately notify the State of registration of the aircraft, the State mentioned in Article 4, paragraph 1(c), the State of nationality of the detained person and, if it considers it advisable, any other interested States of the fact that such person is in custody and of the circumstances which warrant his detention. The State which makes the preliminary enquiry contemplated in paragraph 2 of this Article shall promptly report its findings to the said States and shall indicate whether it intends to exercise jurisdiction. Article 7 The Contracting State in the territory of which the alleged offender is found shall, if it does not extradite him, be obliged, without exception whatsoever and whether or not the offence was committed in its territory, to submit the case to its competent authorities for the purpose of prosecution. Those authorities shall take their decision in the same manner as in the case of any ordinary offence of a serious nature under the law of that State. Article 8 1. The offence shall be deemed to be included as an extraditable offence in any extradition treaty existing between Contracting States. Contracting States undertake to include the offence as an extraditable offence in every extradition treaty to be concluded between them. 2. If a Contracting State which makes extradition conditional on the existence of a treaty receives a request for extradition from another Contracting State with which it has no extradition treaty, it may at its option consider this Convention as the legal basis for extradition in respect of the offence. Extradition shall be subject to the other conditions provided by the law of the requested State. 3. Contracting States which do not make extradition conditional on the existence of a treaty shall recognize the offence as an extraditable offence between themselves subject to the conditions provided by the law of the requested State. 4. The offence shall be treated, for the purpose of extradition between Contracting States, as if it had been committed not only in the place in which it occurred but also in the territories of the States required to establish their jurisdiction in accordance with Article 4, paragraph 1. 10.1 - SECURITY INSTRUCTIONS AND GUIDANCE
OPERATIONS MANUAL
air italy
A 10 10 15 Apr 10
Article 9 1. When any of the acts mentioned in Article 1(a) has occurred or is about to occur, Contracting States shall take all appropriate measures to restore control of the aircraft to its lawful commander or to preserve his control of the aircraft. 2. In the cases contemplated by the preceding paragraph, any Contracting State in which the aircraft or its passengers or crew are present shall facilitate the continuation of the journey of the passengers and crew as soon as practicable, and shall without delay return the aircraft and its cargo to the persons lawfully entitled to possession. Article 10 1. Contracting States shall afford one another the greatest measure of assistance in connection with criminal proceedings brought in respect of the offence and other acts mentioned in Article 4. The law of the State requested shall apply in all cases. 2. The provisions of paragraph 1 of this Article shall not affect obligations under any other treaty, bilateral or multilateral, which governs or will govern, in whole or in part, mutual assistance in criminal matters. Article 11 Each Contracting State shall in accordance with its national law report to the Council of the International Civil Aviation Organization as promptly as possible any relevant information in its possession concerning: a. the circumstances of the offence; b. the action taken pursuant to Article 9; c. the measures taken in relation to the offender or the alleged offender, and, in particular, the results of any extradition proceedings or other legal proceedings. Article 12 1. Any dispute between two or more Contracting States concerning the interpretation or application of this Convention which cannot be settled through negotiation, shall, at the request of one of them, be submitted to arbitration. If within six months from the date of the request for arbitration the Parties are unable to agree on the organization of the arbitration, any one of those Parties may refer the dispute to the International Court of Justice by request in conformity with the Statute of the Court. 2. Each State may at the time of signature or ratification of this Convention or accession thereto, declare that it does not consider itself bound by the preceding paragraph. The other Contracting States shall not be bound by the preceding paragraph with respect to any Contracting State having made such a reservation. 3. Any Contracting State having made a reservation in accordance with the preceding paragraph may at any time withdraw this reservation by notification to the Depositary Governments. Article 13 1. This Convention shall be open for signature at The Hague on 16 December 1970, by States participating in the International Conference on Air Law held at The Hague from 1 to 16 December 1970 (hereinafter referred to as The Hague Conference). After 31 December 1970, the Convention shall be open to all States for signature in Moscow, London and Washington. Any State which does not sign this Convention before its entry into force in accordance with paragraph 3 of this Article may accede to it at any time. 2. This Convention shall be subject to ratification by the signatory States. Instruments of ratification and instruments of accession shall be deposited with the Governments of the Union of Soviet Socialist Republics, the United Kingdom of Great Britain and Northern Ireland, and the United States of America, which are hereby designated the Depositary Governments. 10.1 - SECURITY INSTRUCTIONS AND GUIDANCE
OPERATIONS MANUAL
air italy
A 10 11 15 Apr 10
3. This Convention shall enter into force thirty days following the date of the deposit of instruments of ratification by ten States signatory to this Convention which participated in The Hague Conference. 4. For other States, this Convention shall enter into force on the date of entry into force of this Convention in accordance with paragraph 3 of this Article, or thirty days following the date of deposit of their instruments of ratification or accession, whichever is later. 5. The Depositary Governments shall promptly inform all signatory and acceding States of the date of each signature, the date of deposit of each instrument of ratification or accession, the date of entry into force of this Convention, and other notices. 6. As soon as this Convention comes into force, it shall be registered by the Depositary Governments pursuant to Article 102 of the Charter of the United Nations and pursuant to Article 83 of the Convention on International Civil Aviation (Chicago, 1944). Article 14 1. Any Contracting State may denounce this Convention by written notification to the Depositary Governments. 2. Denunciation shall take effect six months following the date on which notification is received by the Depositary Governments. 10.1.2.3 Convention of LAja The Convention of LAja was held on December 12th, 1970. Article 1 Any person who on board an aircraft in flight: a) unlawfully, by force or threat thereof, or by any other form of intimidation, seizes, or exercises control of, that aircraft, or attempts to perform any such act, or b) is an accomplice of a person who performs or attempts to perform any such act commits an offence (hereinafter referred to as "the offence"). Article 2 Each Contracting State undertakes to make the offence punishable by severe penalties. Article 3 1. For the purposes of this Convention, an aircraft is considered to be in flight at any time from the moment when all its external doors are closed following embarkation until the moment when any such door is opened for disembarkation. In the case of a forced landing, the flight shall be deemed to continue until the competent authorities take over the responsibility for the aircraft and for persons and property on board. 2. This Convention shall not apply to aircraft used in military, customs or police services. 3. This Convention shall apply only if the place of take-off or the place of actual landing of the aircraft on board which the offence is committed is situated outside the territory of the State of registration of that aircraft; it shall be immaterial whether the aircraft is engaged in an international or domestic flight. 4. In the cases mentioned in Article 5, this Convention shall not apply if the place of take-off and the place of actual landing of the aircraft on board which the offence is committed are situated within the territory of the same State where that State is one of those referred to in that Article. 5. Notwithstanding paragraphs 3 and 4 of this Article, Articles 6, 7, 8, and 10 shall apply whatever the place of take-off or the place of actual landing of the aircraft, if the offender or the alleged offender is found in the territory of a State other than the State of registration of that aircraft. Article 4 1. Each Contracting State shall take such measures as may be necessary to establish its jurisdiction over the offence and any other act of violence against passengers or crew 10.1 - SECURITY INSTRUCTIONS AND GUIDANCE
OPERATIONS MANUAL
air italy
A 10 12 15 Apr 10
committed by the alleged offender in connection with the offence, in the following cases: a. when the offence is committed on board an aircraft registered in that State; b. when the aircraft on board which the offence is committed lands in its territory with the alleged offender still on board; c. when the offence is committed on board an aircraft leased without crew to a lessee who has his principal place of business or, if the lessee has no such place of business, his permanent residence, in that State. 2. Each Contracting State shall likewise take such measures as may be necessary to establish its jurisdiction over the offence in the case where the alleged offender is present in its territory and it does not extradite him pursuant to Article 8 to any of the States mentioned in paragraph 1 of this Article. 3. This Convention does not exclude any criminal jurisdiction exercised in accordance with national law. Article 5 The Contracting States which establish joint air transport operating organizations or international operating agencies, which operate aircraft which are subject to joint or international registration shall, by appropriate means, designate for each aircraft the State among them which shall exercise the jurisdiction and have the attributes of the State of registration for the purpose of this Convention and shall give notice thereof to the International Civil Aviation Organization which shall communicate the notice to all States Parties to this Convention. Article 6 1. Upon being satisfied that the circumstances so warrant, any Contracting State in the territory of which the offender or the alleged offender is present, shall take him into custody or take other measures to ensure his presence. The custody and other measures shall be as provided in the law of that State but may only be continued for such time as is necessary to enable any criminal or extradition proceedings to be instituted. 2. Such State shall immediately make a preliminary enquiry into the facts. 3. Any person in custody pursuant to paragraph 1 of this Article shall be assisted in communicating immediately with the nearest appropriate representative of the State of which he is a national. 4. When a State, pursuant to this Article, has taken a person into custody, it shall immediately notify the State of registration of the aircraft, the State mentioned in Article 4, paragraph 1(c), the State of nationality of the detained person and, if it considers it advisable, any other interested States of the fact that such person is in custody and of the circumstances which warrant his detention. The State which makes the preliminary enquiry contemplated in paragraph 2 of this Article shall promptly report its findings to the said States and shall indicate whether it intends to exercise jurisdiction. Article 7 The Contracting State in the territory of which the alleged offender is found shall, if it does not extradite him, be obliged, without exception whatsoever and whether or not the offence was committed in its territory, to submit the case to its competent authorities for the purpose of prosecution. Those authorities shall take their decision in the same manner as in the case of any ordinary offence of a serious nature under the law of that State. 10.1 - SECURITY INSTRUCTIONS AND GUIDANCE
OPERATIONS MANUAL
air italy
A 10 13 15 Apr 10
Article 8 1. The offence shall be deemed to be included as an extraditable offence in any extradition treaty existing between Contracting States. Contracting States undertake to include the offence as an extraditable offence in every extradition treaty to be concluded between them. 2. If a Contracting State which makes extradition conditional on the existence of a treaty receives a request for extradition from another Contracting State with which it has no extradition treaty, it may at its option consider this Convention as the legal basis for extradition in respect of the offence. Extradition shall be subject to the other conditions provided by the law of the requested State. 3. Contracting States which do not make extradition conditional on the existence of a treaty shall recognize the offence as an extraditable offence between themselves subject to the conditions provided by the law of the requested State. 4. The offence shall be treated, for the purpose of extradition between Contracting States, as if it had been committed not only in the place in which it occurred but also in the territories of the States required to establish their jurisdiction in accordance with Article 4, paragraph 1. Article 9 1. When any of the acts mentioned in Article 1(a) has occurred or is about to occur, Contracting States shall take all appropriate measures to restore control of the aircraft to its lawful commander or to preserve his control of the aircraft. 2. In the cases contemplated by the preceding paragraph, any Contracting State in which the aircraft or its passengers or crew are present shall facilitate the continuation of the journey of the passengers and crew as soon as practicable, and shall without delay return the aircraft and its cargo to the persons lawfully entitled to possession. Article 10 1. Contracting States shall afford one another the greatest measure of assistance in connection with criminal proceedings brought in respect of the offence and other acts mentioned in Article 4. The law of the State requested shall apply in all cases. 2. The provisions of paragraph 1 of this Article shall not affect obligations under any other treaty, bilateral or multilateral, which governs or will govern, in whole or in part, mutual assistance in criminal matters. Article 11 Each Contracting State shall in accordance with its national law report to the Council of the International Civil Aviation Organization as promptly as possible any relevant information in its possession concerning: a. the circumstances of the offence; b. the action taken pursuant to Article 9; c. the measures taken in relation to the offender or the alleged offender, and, in particular, the results of any extradition proceedings or other legal proceedings.
OPERATIONS MANUAL
air italy
Article 12
A 10 14 15 Apr 10
1. Any dispute between two or more Contracting States concerning the interpretation or application of this Convention which cannot be settled through negotiation, shall, at the request of one of them, be submitted to arbitration. If within six months from the date of the request for arbitration the Parties are unable to agree on the organization of the arbitration, any one of those Parties may refer the dispute to the International Court of Justice by request in conformity with the Statute of the Court. 2. Each State may at the time of signature or ratification of this Convention or accession thereto, declare that it does not consider itself bound by the preceding paragraph. The other Contracting States shall not be bound by the preceding paragraph with respect to any Contracting State having made such a reservation. 3. Any Contracting State having made a reservation in accordance with the preceding paragraph may at any time withdraw this reservation by notification to the Depositary Governments. Article 13 1. This Convention shall be open for signature at The Hague on 16 December 1970, by States participating in the International Conference on Air Law held at The Hague from 1 to 16 December 1970 (hereinafter referred to as The Hague Conference). After 31 December 1970, the Convention shall be open to all States for signature in Moscow, London and Washington. Any State which does not sign this Convention before its entry into force in accordance with paragraph 3 of this Article may accede to it at any time. 2. This Convention shall be subject to ratification by the signatory States. Instruments of ratification and instruments of accession shall be deposited with the Governments of the Union of Soviet Socialist Republics, the United Kingdom of Great Britain and Northern Ireland, and the United States of America, which are hereby designated the Depositary Governments. 3. This Convention shall enter into force thirty days following the date of the deposit of instruments of ratification by ten States signatory to this Convention which participated in The Hague Conference. 4. For other States, this Convention shall enter into force on the date of entry into force of this Convention in accordance with paragraph 3 of this Article, or thirty days following the date of deposit of their instruments of ratification or accession, whichever is later. 5. The Depositary Governments shall promptly inform all signatory and acceding States of the date of each signature, the date of deposit of each instrument of ratification or accession, the date of entry into force of this Convention, and other notices. 6. As soon as this Convention comes into force, it shall be registered by the Depositary Governments pursuant to Article 102 of the Charter of the United Nations and pursuant to Article 83 of the Convention on International Civil Aviation (Chicago, 1944). Article 14 1. Any Contracting State may denounce this Convention by written notification to the Depositary Governments.
OPERATIONS MANUAL
air italy
A 10 15 30 May 10
2. Denunciation shall take effect six months following the date on which notification is received by the Depositary Governments. 10.1.3 Italian Specific Regulation Refer to the Italian Law 694 dated 23 Dec. 1974 concerning personal weapon transportation. 10.1.4 Authority for Emission of Security Directions The Ministero dei Trasporti e dellAviazione Civile has the power to issue Security Directions. It is Operator policy to comply fully with all such Directions. Flying Staff should also be aware that the following are criminal offences: making false statements about baggage, cargo or stores; making false statements about identity documents; unauthorised presence in a restricted zone at an airport; remaining in a restricted zone after being requested to leave; unauthorised presence on an aircraft; remaining on an aircraft after being requested to leave; intentional obstruction of a person exercising powers conferred by the Authority. 10.1.5 Unauthorised Carriage All reasonable measures must be taken in order to ensure that no person secretes himself or secretes cargo on board an aeroplane. 10.1.6 Reporting Procedures Following any act of unlawful interference on board an aircraft, the Commander or, in his/her absence the operator, is required to submit, without delay, a report to the designated local and the Italian Civil Authority. 10.1.7 Use of CCTV system On board of all Air Italy aircraft is installed a system that allow the flight crew to monitor through a video system the area in front of the cockpit door, toilet and galley adjacent to the door. In following subparagraph are described all the related procedure that must be performed every flight. 10.1.7.1 Normal procedures 10.1.7.1.1 Pre flight During the preflight a system check must be performed, this include switching on the system and verifying the normal operation of the equipment. During the first flight of the day a composite check must be performed: Switch on the system. Close and lock the flight deck door Verify all the possible view, and that the orientation of the lens is correct showing the area desired (this to prevent that inadvertent move could result in unserviceability of the system). Test the interphone system by talking with a cabin crew simulating the procedure to access the flight deck. Check that the cabin crew is visible and focus and other setting are satisfactory. The cabin crew will the enter the flight deck by opening the flight deck door using the keypad. The flight deck crew will listen to the tone alerting the door opening, move the switch to deny, to verify the proper operation. Flight deck crew will than move the selector to unlock in order to open the door. 10.1 - SECURITY INSTRUCTIONS AND GUIDANCE
OPERATIONS MANUAL
air italy
A 10 16 30 May 10
Leave the camera on until the Cabin Secure is received. The camera must be OFF for the takeoff. 10.1.7.1.2 Climb During initial climb the system must remain OFF until 10.000ft or as deemed necessary by the captain in relation with the work load. 10.1.7.1.3 Cruise The camera must remain ON at all time and used to verify all the access to the flight deck. The crew must select the view that is showing the door, other view can be cycled momentary to check other areas. 10.1.7.1.4 Descent and landing During descent, at 10.000ft camera must be turned OFF but if commander evaluate that workload is too high, the system can be turned OFF earlier. The camera must remain OFF until the parking brake is set at the destination stand and the engine are shut down. 10.1.7.2 Non normal procedure Two procedure have been established to cope with a CCTV system inoperative. Procedure A This procedure need the presence in the flight deck of a suitably qualified person (person cabin crew, technician or another person designed by the company) not being part of the minimum crew needed for that flight, that remain in the flight deck and inspect through the visor in the door the area outside the door anytime theres the need to open the door. Procedure B This procedure does NOT need the presence of an extra person (as defined in Procedure A) in the flight deck, therefore anytime one of the flight crew leave the flight deck one cabin crew must be present and remain in the flight deck. This cabin crew may be substituted by another suitably qualified person present on board being in the following order: Air Italy captains rated on type Air Italy pilots rated on type Air Italy technician rated on type Air Italy captains, pilots, technician or cabin crew.
OPERATIONS MANUAL
air italy
A 10 17 30 May 10
10.1.7.2.1 CCTV System failure before flight If before departure the CCTV system is inoperative, the crew must check the MEL where is reported that is an item of C level, that require repair to be made within 10 days. During this 10 days alternative procedure A must be used. 10.1.7.2.2 CCTV System failure airborne If after departure theres a partial or total failure of CCTV System: On short haul flights (up to 2.00 hrs) Procedure B must be applied; On long haul flights (more than 2.00 hrs) either Procedure A or the following Alternative Procedure A must be applied. 10.1.7.2.2.1 Alternative Procedure A Use the Procedure B, with the following minimum additional requirements: 1) 2) 3) 4) 5) 6) FASTEN SEAT BELTS signs shall be immediately activated and the passengers shall be in their seats; Prior to unlocking the door, a C/A will verify that the lavatory close to the cockpit is NOT occupied; Prior to unlocking the door, a C/A shall be positioned in order to avoid passengers intrusion; Prior to unlocking the door, a C/A will confirm by interphone the verifications of the conditions 2) and 3) above; While the Flight Crew Member is entering/exiting the flight deck, the area outside the door shall be constantly guarded by a crew member; The door must be kept open only for the essential time necessary to enter/exit the cockpit.
10.1.7.2.3 Flights towards and from sensitive area Due to the high risk of unlawful interference, in case of CCTV system inoperative a strict Procedure A (NO ALTERNATIVE PROCEDURE A) must be applied.
OPERATIONS MANUAL
air italy
A 10 18 30 May 10
OPERATIONS MANUAL
air italy
A 10.2 i 15 Apr 10
Index 10.2 Preventive Security Measures and Training ............................................................. 1 10.2.1 General Security Measures and Training ........................................................... 1 10.2.1.1 General ......................................................................................................... 1 10.2.1.2 Duty to Report Security Incidents ................................................................. 1 10.2.1.3 Co-operation with Other Agencies ................................................................ 1 10.2.1.4 Flying Staff .................................................................................................... 1 10.2.1.4.1 Identity Cards.......................................................................................... 1 10.2.1.4.2 Crew Baggage ........................................................................................ 1 10.2.1.5 Access to Property........................................................................................ 2 10.2.1.6 Access to Aircraft .......................................................................................... 2 10.2.1.6.1 Ramp Areas ............................................................................................ 2 10.2.1.6.2 Control of Access to Aircraft ................................................................... 2 10.2.1.6.3 Transits ................................................................................................... 2 10.2.1.6.4 Unattended Aircraft ................................................................................. 3 10.2.1.6.5 Stopovers & Night-Stops......................................................................... 3 10.2.1.6.6 Inspectors ............................................................................................... 3 10.2.1.6.7 Access by Police..................................................................................... 3 10.2.1.6.8 Aircraft Visits by the Public ..................................................................... 3 10.2.1.7 Aircraft Security Checks carried out by Crew ............................................... 4 10.2.1.7.1 Overall Requirement ............................................................................... 4 10.2.1.7.2 Off-service aircraft (Type A Security Checklist).................................... 4 10.2.1.7.3 In-service aircraft (Type B Security Checklist). ....................................... 5 10.2.1.7.4 Arrival Security Check............................................................................. 5 10.2.1.7.5 Cabin Crew Report ................................................................................. 5 10.2.1.7.6 Catering .................................................................................................. 5 10.2.1.7.7 Hold Loading........................................................................................... 6 10.2.1.7.8 Suspicious Objects ................................................................................. 6 10.2.1.8 Passengers ................................................................................................... 6 10.2.1.8.1 Screening of Baggage ............................................................................ 6 10.2.1.8.2 Mishandled (Rush) Baggage .................................................................. 6 10.2.1.8.3 Personal Searches.................................................................................. 6 10.2.1.8.4 Passengers/Baggage Reconciliation ...................................................... 7 10.2.1.8.5 Passengers Failing to Board after Check-In ........................................... 7 10.2.1.8.6 Procedure for Baggage Identification...................................................... 7 10.2.1.8.7 Total on Board ........................................................................................ 8 10.2.1.8.8 Diplomatic Couriers and Bags ................................................................ 8 10.2.1.9 Training ......................................................................................................... 8 10.2.2 Hijack Procedures............................................................................................... 8 10.2.2.1 Operator Policy ............................................................................................. 8 10.2.2.2 Commander Authority ................................................................................... 9 10.2.2.2.1 Powers of Arrest ..................................................................................... 9 10.2.2.2.2 Assumption of Control by the Authority................................................... 9 10.2.2.3 Hijack Procedures In the Air ...................................................................... 9 10.2.2.4 Hijack Procedures On the Ground ........................................................... 10 10.2.2.5 Action to be Avoided ................................................................................... 10 10.2.2.6 Additional Regional Procedures.................................................................. 11 10.2.2.6.1 USA....................................................................................................... 11 10.2.2.6.2 Japan .................................................................................................... 11 10.2 - PREVENTIVE SECURITY MEASURES AND TRAINING
OPERATIONS MANUAL
air italy
A 10.2 ii 15 Apr 10
10.2.2.7 Communications.......................................................................................... 11 10.2.2.8 SELCAL Procedures ................................................................................... 12 10.2.2.9 Passengers ................................................................................................. 12 10.2.3 Bomb Threat...................................................................................................... 12 10.2.3.1 General........................................................................................................ 12 10.2.3.2 Notification................................................................................................... 12 10.2.3.2.1 External source ..................................................................................... 12 10.2.3.2.2 Message discovered on board .............................................................. 13 10.2.3.3 Bomb Search Checklist ............................................................................... 13 10.2.3.4 Aircraft on the Ground ................................................................................. 13 10.2.3.5 Aircraft in the Air .......................................................................................... 14 10.2.3.6 Airborne Search .......................................................................................... 15 10.2.3.7 In flight Search Procedure ........................................................................... 15 10.2.3.8 Suspected Device Found in Flight............................................................... 15 10.2.3.8.1 Flight Crew ............................................................................................ 16 10.2.3.8.2 Cabin Crew............................................................................................ 16 10.2.3.9 Examples of Bomb Warning via P.A. .......................................................... 18 10.2.3.9.1 On Ground............................................................................................. 18 10.2.3.9.2 n Flight................................................................................................... 18 10.2.4 Interception Procedures .................................................................................... 19 10.2.4.1 General........................................................................................................ 19 10.2.4.2 Action by Intercepted Aircraft ...................................................................... 19 10.2.5 Biological Hazard .............................................................................................. 19
10.2 - PREVENTIVE SECURITY MEASURES AND TRAINING
OPERATIONS MANUAL
air italy
A 10.2 1 15 Apr 10
10.2 PREVENTIVE SECURITY MEASURES AND TRAINING All Orders and Information on Security must be Treated as CONFIDENTIAL 10.2.1 General Security Measures and Training 10.2.1.1 General This section establishes companys in-depth commitments for the prevention and detection of weapons, explosives or any other dangerous devices which may be used to commit any acts of unlawful interference during Air Italy operation. The company security policy aims at the protection of own passengers, the staff, the fleet and airport facilities against threat or sabotage. 10.2.1.2 Duty to Report Security Incidents Air Italy staff must report any incident which may adversely affect the security of the airline. For this purpose a Reportable Incident is defined as any security related incident/event considered by the originator to be sufficiently serious to prejudice the security, safety or reputation of the airline. All serious incidents or breaches of security procedures must be reported using the Matrix Reportable Security Incident (see O.M. Part A Appendix section). Copy of the report should be handed over/transmitted to OCC as soon as possible. All other security related events should be reported using a Captain Report. In all cases, serious security incidents must be reported immediately to FOPH and SEMG. 10.2.1.3 Co-operation with Other Agencies/Regulatory Authorities Air Italy must comply with security procedures required by the appropriate Security Authorities. All the documents/manuals received from the applicable Security Regulatory Authorities will be retained in accordance to their respective classified level. The distribution of the mentioned Security Documents/Manuals will be carried out on a strict need to know basis. 10.2.1.4 Flying Staff 10.2.1.4.1 Identity Cards Flying Staff must wear their ID cards clearly visible on the outside of their clothing when on duty or on Air Italy premises. However, this requirement does not apply when off Air Italy premises, for example while positioning on duty as a passenger. An Air Italy ID card does not entitle the holder access to airside when not on duty. It is the individual's responsibility to ensure that his ID card is valid and not expired. As soon as possible upon termination of employment ID card it must be returned to Air Italy organisation. Loss of an ID card must be reported immediately. 10.2.1.4.2 Crew Baggage All hold baggage departing must be tagged using the crew label. Flight Crew must fill out the tag with; Rank, Name, Flight Number and Date. Hold baggage belonging to Crew Members travelling as passengers on duty must be processed through the normal passenger channels. Flying Staff must safeguard all their baggage against possible interference or substitution. The following precautions must be taken by all Crew Members: Each Crew Member must pack his/her own suitcase and ensure that it is locked;
OPERATIONS MANUAL
air italy
A 10.2 2 15 Apr 10
Baggage must never be left unattended in an insecure area between the time that it is packed, at home or in hotels, and it is handed over at the check-in counter for loading on the aircraft; When at out-stations, Commanders must ensure that crew members either carry their own baggage or accompany it from their hotel rooms to the collecting point in the hotel lobby. Thereafter, a Crew Member must be delegated to watch over the baggage until it is loaded into the crew transport. At the airport: a Crew member must be appointed to watch over all baggage, or Crew Members must carry their own baggage to the check-in counter. Should a Crew Member become aware that his baggage has been left unattended after packing, such that it could have been tampered with, he must physically check it; All baggage, hand baggage and briefcases, must carry an Air Italy crew label displaying the name. Hold baggage must be identified by crew baggage label; All items, including items purchased by Crew during the trip, must be labelled as Crew Baggage, must be checked as belonging to a member of the crew and be screened or searched before being handed over for loading onto the aircraft; On any aircraft departure when a security search is made, all items of crew baggage must be identified. 10.2.1.5 Access to Property Staff, not in possession of a valid ID card, may be denied access to Air Italy property. In this case, they will only be allowed access after registering as a visitor, or escorted by Air Italy personnel. 10.2.1.6 Access to Aircraft 10.2.1.6.1 Ramp Areas Only authorised persons are allowed into these areas but the requirement to wear ID cards varies from station to station. To ensure compliance with local regulations crew members, if out of uniform, can only gain access to ramp areas with the prior consent of local authority. 10.2.1.6.2 Control of Access to Aircraft When an aircraft has been searched or checked, access to it must be controlled avoiding to leave any entry door unattended. This is done by Air Italy staff or agents in the course of their normal duties. All staff on or in the vicinity of Air Italy aircraft or equipment must wear ID cards and challenge anyone not wearing an ID card or who is behaving suspiciously. Suspects should be reported to the Airport Police/Security Personnel and, if necessary, kept under observation until security staff arrive. 10.2.1.6.3 Transits During all transits, a Flight Crew member should normally remain on the flight deck to control access and to supervise activities in that area. At transit airports, with or without passengers on board, Flight Crew members should normally remain on board until out-bound crew members take over. The out-bound Commander should clear the Senior Cabin Crew to board the aircraft as early as possible, without interfering with the operations of the in-bound crew. The rest of the crew should remain on ground until the inbound crew have disembarked. During all transits, Cabin Crew presence will be maintained to exercise vigilance and to supervise catering and cleaning activities. 10.2 - PREVENTIVE SECURITY MEASURES AND TRAINING
OPERATIONS MANUAL
air italy
A 10.2 3 15 Apr 10
At transit stations, the crew change will be completed as soon as the passengers have disembarked. The Senior Cabin Crew will then advise when catering and cleaning may begin. 10.2.1.6.4 Unattended Aircraft When an aircraft is not under constant surveillance by Air Italy staff or agents and is left unattended on the ramp, all doors, hatches and windows must be closed, steps and ground equipment withdrawn. In addition, for night stops or prolonged stopovers, the doors and hatches will be sealed in accordance with Company Policy. Air Italy Station Management must ensure that security precautions being taken are adequate to the situation. Such precautions may require, depending on the circumstances, the aircraft either to be continuously guarded or the area patrolled. 10.2.1.6.5 Stopovers & Night-Stops At stopover and terminal stations, or in the event of delays, when it may be impractical to maintain an adequate crew presence on the aircraft, the Commander must liase with Station Staff so that the hand-over of supervision on board is clearly understood. At normal scheduled stops, where adequate Station Technical Staff is present, the Commander's responsibility for the security of his aircraft is transferred to Air Italy Station Management or Company Representative after it has been safely positioned for unloading. At unscheduled stops or at stations where it is inappropriate for the staff available to accept responsibility, the Commander must take all possible precautions for the security of the aircraft, if necessary, delegating crew members to guard it. Before leaving the Commander will ensure that required security inspections are completed, all doors are closed (including cargo), and stairs/loading bridges are removed. 10.2.1.6.6 Inspectors ENACs Flight Inspectors, Surveyors and Cabin Safety Inspectors of the aircraft State of Registry, may board to carry out official duties. They should be asked to produce an ID document form. Commanders will normally receive advance notification of required observation duties. 10.2.1.6.7 Access by Police The Prevention of Terrorism Act gives the police powers to search goods arriving or departing. The police may board any Air Italy aircraft anywhere in Italy to determine whether there are unaccompanied goods present requiring exercise of the police powers to search. The police may carry out such searches of stores, baggage, substances. Items may be detained for a period of time. Such items, including transport containers, may be further detained if it is considered they may be needed as evidence in criminal proceedings. 10.2.1.6.8 Aircraft Visits by the Public Members of the public are not generally admitted to the airside of an airport for the purpose of viewing a Air Italy aircraft. An exception may be made for a public relations or sales promotion visit authorised by Air Italy Station Management in conjunction, if appropriate, with the aircraft Commander. Visitors must be accompanied at all times by a responsible staff member.
OPERATIONS MANUAL
air italy
A 10.2 4 15 Apr 10
10.2.1.7 Aircraft Security Checks carried out by Crew 10.2.1.7.1 Overall Requirement The National Security Program and the Italian Civil Aviation Authority (ENAC) prescribes the execution of a visual security inspection of the aircraft for all flights departing from all Italian airports, to verify that no weapons or explosives have been left, especially in those zones more accessible to passengers. In addition to that, such an inspection is also required in many other Countries, either on arrival or on departure. Air Italy security policy therefore requires crewmembers to perform the security checks described below, for their respective working zones. The requirement is for a visual scrutiny, by those who are familiar with their work area, of those parts of the interior of the aircraft and its fittings to which passengers or other persons might have had access, including passenger cabins, toilets, seats, lockers and other storage areas. a. Two levels of security inspections will be performed prior to departure, depending on the status of the aircraft. These inspections must be performed after all servicing activities (cleaning, catering) have been completed, all service personnel has left the cabin and just prior to passenger boarding. b. An arrival security check will also be performed after passenger disembarkation. NOTE: departure and arrival security checks may be combined if no personnel has access to the aircraft during transit (i.e.: no cleaning/servicing of the aircraft is performed). 10.2.1.7.2 Off-service aircraft (Type A Security Checklist). In accordance with the National Security Program an aircraft is to be considered offservice if it has been scheduled to perform planned or unplanned maintenance and is therefore removed from the regular flying activity. When parked outside maintenance hangars and while maintenance activities are not being performed, maintenance personnel will ensure that off-service aircraft have all cabin and hold doors closed and stairs removed. When these aircraft return to service, an in-depth security inspection must be performed, in accordance with the security checklist reported in OM Part A Appendix Section (Type A Security Checklist). This type of inspection requires to visually check all aircraft interiors, gear wells and cargo holds. Aircraft interior inspection must include all seat pockets, floor areas under the seats and any potentially hiding place for weapons or explosive devices. This type of inspection can be performed by crewmembers and technical personnel, each covering their own area of interest, or can be in certain cases delegated to specifically appointed security personnel. Each person involved in this check must sign the type A security check list for the part of his competence when his inspection is completed and satisfactory. The aircraft Commander must sign the type A security check list when completed by all people involved in the above inspection and must make a specific entry on the Technical Logbook. If during the above mentioned checks an extraneous object of not immediate and sure identification is found, no removal action will be taken by the crew; the Commander will inform the Station personnel and request the intervention of the local Police Authorities. No entry door will be left unattended and crewmembers should guard against persons gaining access to the aircraft during any security search. The observance of the aforesaid procedure is subject to periodic inspection from Airport Authorities that inflict severe sanctions in case of omissions. 10.2 - PREVENTIVE SECURITY MEASURES AND TRAINING
OPERATIONS MANUAL
air italy
A 10.2 5 15 Apr 10
For flights to/from the U.K. a full and thorough search of ALL seat pockets is required by the U.K. Civil Aviation Authority. 10.2.1.7.3 In-service aircraft (Type B Security Checklist). In accordance with the National Security Program an aircraft is to be considered inservice if it is being operated with continuity by the airline; in-service aircraft include all aircraft in turn-around between flights, aircraft on night stops and those on extended stopovers (more consecutive days). For aircraft on night stop or on a prolonged stopover, all doors must be closed, stairs/loading bridges removed and security seals applied in accordance with procedures detailed in maintenance manuals. Before departure for in-service aircraft Crewmembers will perform a visual security inspection in accordance with the checklist reported in OM Part A Appendix section (Type B Security Checklist). The aircraft Commander will ensure that this check is performed and will receive confirmation from all personnel involved; his signature on the Technical Logbook page certifies that all required security checks have been performed. (NOTE: if security seals are found broken after a night stop or a prolonged stopover, a full type A security check is required before departure.) If during the above mentioned checks an extraneous object of not immediate and sure identification is found, no removal action will be taken by the crew; the Commander will inform the Station personnel and request the intervention of the local Police Authorities. No entry door will be left unattended and crewmembers should guard against persons gaining access to the aircraft during any security search. The observance of the aforesaid procedure is subject to periodic inspection from Airport Authorities that inflict severe sanctions in case of omissions. For flights to/from the U.K. a full and thorough search of ALL seat pockets is required by the U.K. Civil Aviation Authority. 10.2.1.7.4 Arrival Security Check Upon arrival at a transit airport or at the final destination, Cabin Crew must perform a visual check of the aircraft cabin for any damage, sabotage, hidden object or luggage left over by disembarking passengers. Note: - Disembarking passengers leaving the flight must take all their hand baggage with them. - Cabin Crew must ensure that ALL passengers leaving the aircraft take ALL of their hand baggage with them. - Passengers remaining on board during transit must identify their hand baggage to the Cabin Crew who will conduct a security check of the aircraft galleys, cabin, toilets and stowage. - Transit passengers must be counted before originating passengers are boarded. 10.2.1.7.5 Cabin Crew Report Whenever Pre-departure (Type A or B) or Arrival Security Checks are required as defined above, the Commander must obtain from the Senior Cabin Crew the report that, security checks are complete. 10.2.1.7.6 Catering The loading of catering modules and bins into the aircraft must be undertaken under the supervision of the Cabin Crew. 10.2 - PREVENTIVE SECURITY MEASURES AND TRAINING
OPERATIONS MANUAL
air italy
A 10.2 6 15 Apr 10
Where possible, the movement of catering loading staff through the cabin should be avoided, carefully supervising their movements, specially during sensitive flights. 10.2.1.7.7 Hold Loading When the loading of any hold is complete, the loading supervisor is required to check the hold and its contents, to ensure that the hold is free of stowaways and any items not manifested. 10.2.1.7.8 Suspicious Objects As mentioned above, on no account must a suspicious object be touched or moved. The searcher should clearly mark its location, (e.g. with a handkerchief), report it to the Commander who will request a second opinion from an engineer or security specialist. If it is confirmed that the object is suspicious, the Police Authorities must be informed immediately and all personnel are to be withdrawn from the aircraft. 10.2.1.8 Passengers 10.2.1.8.1 Screening of Baggage It is general rule in each airport that all baggage is screened by x-ray device or using a combination of other available means. The screening of people carried on board aircraft and their cabin baggage is one of the fundamental measures in preventing weapons or other dangerous devices from being introduced on board an aircraft engaged in the carriage of passengers. These measures are needed at all airports serving national or international civil aviation. With regard to hold baggage, the single most important rule is to ensure that a passenger checking in with baggage is on board. If any doubt exists, Cabin crew at any time can request to passenger to identify their own luggage asking: - Is this your own baggage ?; - Did you pack all the contents yourself and are you sure nothing could have been put into it since you packed it ?; - If you have been given anything to carry, are you certain that you know what is it?; - Does your baggage contain any electrical or electronic items ?. If the passenger answers any of the questions unsatisfactorily, advise the Commander. As a further precaution, either all or a proportion of all hold baggage will be screened or searched. 10.2.1.8.2 Mishandled (Rush) Baggage Even if there are no obligations to board another companys mishandle baggage, it is Air Italys policy, as per all the other IATA companies, to satisfy the rush baggage requests. Notwithstanding, it is Commander decision if accept or refuse the other companies mishandle baggage; it is obvious that Air Italy mishandle baggage must be boarded at all time. If the mishandle baggage is accepted, the following procedure must be applied: Mishandle baggage must be screened by X-ray or physically searched before being loaded; If the weight of the baggage is considerably high, the fuel consumption can be higher. It can be assumed that if the baggage weight is lower than the contingency fuel weight, extra fuel consumption can be considered negligible. 10.2.1.8.3 Personal Searches All passengers and their hand-baggage must be screened by metal detector or X-ray respectively, and/or physically searched before boarding the aircraft. Local security screening and boarding procedures must not permit passengers to by-pass this personal search. Passengers refusing to undergo security checks will not be allowed 10.2 - PREVENTIVE SECURITY MEASURES AND TRAINING
OPERATIONS MANUAL
air italy
A 10.2 7 15 Apr 10
access to the sterile area of the airport nor boarding; in this case the Police Authority and the Company will be immediately informed. Any article considered a security risk must be taken from a passenger. Unless its possession is illegal or its carriage prohibited, it must be hold loaded; in no circumstance it will be carried on the flight deck or in the care of Cabin Crew, where it could be accessible to passengers during the flight. Deportees are subject to the same requirements and procedures in respect of personal and hand-baggage search as other passengers. 10.2.1.8.4 Passengers/Baggage Reconciliation Procedures are in place at all Stations to ensure that any intended passenger, whose baggage has been loaded onto the aircraft, also boards and travels on that same aircraft. 10.2.1.8.5 Passengers Failing to Board after Check-In If a passenger who has checked in for a flight subsequently fails to travel on the aircraft, his hold baggage must be removed unless it can be established that failure to do so will not give rise to an act of violence against the aircraft or persons or property on board the aircraft. In this event, Station staff and the Commander must: A. take immediate steps to identify the passenger and establish the reason for not boarding the aircraft; B. providing the bona fide of the passenger can be established, and the reason for not boarding the aircraft satisfactorily verified as having no adverse security implications, the Commander must be informed as to the circumstances and, subject to his agreement, the aircraft may proceed without delaying to off-load the passenger's baggage; C. in cases of any doubt concerning B. above, the checked-in baggage of the passenger concerned must be located and off-loaded. In certain circumstances, it may be necessary to off-load all baggage for identification by the boarded passengers in order to locate the baggage of the passenger who has failed to board; D. Should the baggage of any failed to board passenger be off-loaded it must be subjected to security screening but not re-loaded until the situation is well clear. 10.2.1.8.6 Procedure for Baggage Identification When it becomes necessary to conduct a hold-stowed baggage identification, the following procedures is to be adopted: a) if the holds have already been loaded, they must be emptied of all baggage and the Commander of the aircraft should ensure that no baggage is left in the holds; b) sufficient baggage handlers are to be made available and all baggage must be placed on the tarmac in parallel rows. If the weather is inclement, consideration should be made to carry this identification under cover; c) there should be sufficient gaps between the rows for the passengers to be able to walk freely between them to identify their baggage; d) before the passengers leave the aircraft or departure areas (as the case may be) there should be a public announcement informing them that they will have to identify their own baggage; e) passengers are told to have their tickets with them; f) if passengers have already boarded, they are to be told not to leave their cabin baggage behind them in the aircraft; 10.2 - PREVENTIVE SECURITY MEASURES AND TRAINING
OPERATIONS MANUAL
air italy
A 10.2 8 15 Apr 10
g) whenever possible, one set of steps should be used for disembarking from the aircraft and another for re-boarding; h) cabin crew are to control the flow of passengers leaving the aircraft so that there is never more than ten/fifteen people on the tarmac at any one time; i) Passenger Handling Services staff must ensure that the identification is carried out in an orderly manner and that when a passenger has identified his bag, the baggage tag number corresponds to the receipt on the ticket or to the sequential number; j) the bags identified are to be marked with a Security sticker and loaded directly into the hold of the aircraft; k) passenger must never be allowed to remove any items from their hold baggage into the cabin of the aircraft when they re-board it. A Baggage not identified a) If a bag remains unidentified, Duty aircraft loading Manager is NOT to load the bag; this should be handed over to the security police forces to be security checked. After the bag is released by Passenger Handling Services, every effort is to be made to trace its owner as it is possible that the bag had been wrongly coded and is misdirected baggage. If properly carried out, baggage identification procedures are the best method of preventing an in-flight act of sabotage where a no-show passenger ploy has been used by terrorist. b) Whenever a baggage identification is necessary, airport security personnel must take charge of the whole situation with the supervision of Air Italy ground or flight personnel. 10.2.1.8.7 Total on Board Station Staff are responsible for checking that the correct number of passengers are on board. Normally a head count of total passengers on board will be performed for all flights by Cabin Crew; Cabin Crew are also responsible for checking that no-one is hiding in toilets or wardrobes. All Flying Staff should be on alert for unauthorised persons posing as or intermingling with crew in order to board aircraft. If a stowaway is discovered, he must be handed over to the custody of the local Police, and the Airport Authorities informed. 10.2.1.8.8 Diplomatic Couriers and Bags Sealed diplomatic bags cannot be opened or scanned. If there is any doubt about the bona fide of the courier or his bag, Station Staff should refer to the Embassy or High Commission concerned. A suspect courier or suspect unaccompanied bag may be kept until the next available flight to permit verification. The Vienna Convention recognises that the Commander must be satisfied that every security precaution possible has been taken. 10.2.1.9 Training Air Italy Crew and Ground staff, who operate in the airside, are trained and current on security matters.. 10.2.2 Hijack Procedures Unlawful seizure of or interference with an aircraft in service is a crime. 10.2.2.1 Operator Policy The safety of passengers and crew is paramount. This can best be achieved by complying with demands, by not being weak and submissive by avoiding conflict on the aircraft, keeping in mind that aircraft can be used as a weapon. 10.2 - PREVENTIVE SECURITY MEASURES AND TRAINING
OPERATIONS MANUAL
air italy
A 10.2 9 15 Apr 10
It is true that there have been some cases where lone, mentally disturbed hijackers have been overpowered. However, in the case of well armed terrorist type hijack teams, with some members remaining unidentified amongst the passengers, any attempt to resist or overpower the hijackers on the aircraft must be recognised as being excessively dangerous. 10.2.2.2 Commander Authority The Commanders normal authority and responsibility for the safety and welfare of his passengers, aircraft and crew continues even in the event of unlawful interference. His actions should take account of the demands of the hijacker, insofar as they do not place passengers and crew in unnecessary danger. 10.2.2.2.1 Powers of Arrest Commanders and their crew have powers of arrest in respect of criminal activity on board their aircraft. However, this power should only be exercised if it is clearly safe to do so. For this purpose and in accordance with the National Security Program a Constraint Kit is fitted on-board each Air Italy aircraft, consisting of plastic straps or metal handcuffs, depending on aircraft type. The kit should be used by crewmembers when ordered by the aircraft Commander, and only in those extremely serious circumstances where restraining of a passenger is required in order to guarantee the safe conduct of the flight. 10.2.2.2.2 Assumption of Control by the Authority Commanders must expect that the Police, or Government or Security Authorities, to take control soon after the aircraft is on the ground. When the Authorities take control, the Commanders responsibility is diminished and he becomes subject to their instructions. It must be accepted that the Crew will be unable to prevent the forcible seizure of an aircraft. A hijack may occur anywhere and at any time. Each set of circumstances will be different. It is, however, recommended that the following procedures are observed. 10.2.2.3 Hijack Procedures In the Air In the event of a hi-jacking, the Commanders first priority is the safety of the passengers and crew. With this in mind the following guidelines will be followed: - The Commander will accede to the hijackers demands, keeping in mind that the aircraft can be used as a weapon. At the time of the initial hi-jack action, the hijacker is at his most unstable state and will be easily and dangerously provoked into taken exceptionally erratic measures, should his instructions not be followed. At this time no attempt should be made by anyone to disarm him. Use extreme tact and avoid any conversation or action which might cause irritation. Attempt to establish a rapport between crew and hijacker(s); this may best be developed through one persons approach. Avoid a hostile and uncooperative relationship which could heighten tension and seriously inhibit essential flight deck activity. Should the instructions of a hijacker endanger the operation, reason with him, explaining the problem and the consequences. This is more likely to succeed if a satisfactory relationship has already been established. Avoid any action or movement, instinctive or otherwise, which the hijacker might construe as hostile. Prior warning is essential before operating any control, switch or radio, or extracting documents from stowage, etc. and before any audio warning;
OPERATIONS MANUAL
air italy
-
A 10.2 10 15 Apr 10
The hijacker should be discouraged, whenever possible, from entering, or remaining on, the flight deck. However, at this stage, no action should be taken which might provoke a violent reaction; - As soon as possible, select A 7500 and inform ATC; - The next priority is to find somewhere safe to land so that the situation can be resolved on the ground; - Having acceded to the hijackers demands, the Commander will immediately inform the authorities of the hijackers instructions. If possible he should also pass on details of the number of hijackers, the arms they are carrying and any details of crew or passenger injuries; - Cabin Crew should make every effort to ensure that passengers remain calm and do not resort to action which might jeopardise safety. Alcoholic drinks should not be served and passengers should be told to fasten seat belts. - If allowed, the Commander will make a PA announcement informing the passengers of the hi-jacking and asking them to remain seated with their seat belt fastened and to comply with the hijackers demands. 10.2.2.4 Hijack Procedures On the Ground All of the above considerations apply, in addition: after landing, the After Landing Checklist should be completed in its entirety; the Commander should keep the Authorities advised of requirements and attempt to obtain the release of passengers and crew. The Commander must expect the Police or other Security Authorities to take control. It then becomes his duty to comply with their instructions to the best of his ability consistent with the safety of his passengers and crew. The Authorities will probably wish to prevent the aircraft from taking off again. They will also be receiving technical advice and assistance from many sources, including Operator, whereas the Commander should recognise that his assessment of the situation is limited by the confines of the aircraft and the duress to which he is subject. Therefore, no independent action should be taken unless absolutely necessary; During the ensuing negotiations make the hijacker do his own thinking. Within the cabin, galleys and toilets pay strict regard to hygiene. Try to keep doors, galleys and aisles clear of rubbish and equipment. Establish the endurance of food, water sanitary supplies and aircraft battery or APU. Transfer to a power unit as soon as possible; Establish the medical condition of passengers and need for medical supplies. Make sure that both the hijackers and the Authorities are aware of these requirements for the well- being of the passengers. If hi-jacking attempt is initiated whilst the aircraft is on the ground, in addition of the above, the Commander should: attempt to delay take-off by giving reasons of aircraft unserviceability, weather condition, etc.; co-operate fully with the authorities and attempt to persuade the hi-jacker to give up his attempt. The final decision to take off or remain on the ground rests with the Commander final decision. 10.2.2.5 Action to be Avoided The following observations must be kept in mind while dealing with a hijacker: Do not provoke the hijacker. 10.2 - PREVENTIVE SECURITY MEASURES AND TRAINING
OPERATIONS MANUAL
air italy

A 10.2 11 15 Apr 10
Do not antagonise or argue with him, especially on political or religious matters. Do not talk down to him or appear over clever. Avoid making him feel cornered - ensure only one crewmember approaches at a time. Do not refer to insanity or mental disorders. Do not allow the crew to become mentally aligned with the hijacker(s). Do not take any physical action unless the hijacker understands why. In so far as possible, do not allow any crewmember to leave the cockpit during flight. Stress to the hijacker that the safety of the aircraft depends on all crewmembers being present at critical phases of the flight. 10.2.2.6 Additional Regional Procedures
10.2.2.6.1 USA If possible, the pilot of a hijacked aeroplane should transmit his situation to ATC in R/T. If not possible proceed as follows: Pilot message: I am being hijacked pilot signal: <set transponder to A7500>: If unable to change transponder setting or when not under radar control, transmit aeroplane call-sign and the phrase transmitting A7500. ATC will acknowledge by transmitting aeroplane call-sign and the phrase verify squawking A7500. On pilots affirmative reply, the authorities concerned will be notified. On receipt of a hijack message, ATC will assign code A7500 to the aeroplane. This does not preclude subsequent change to code A7700 by the pilot if necessary. 10.2.2.6.2 Japan Under radar control Radio contact feasible: - Alert the ground station of the hijacking by transmitting the situation, pilots intention etc., and squawk A7500 ident. - Unable to transmit the situation, squawk A7500 and alert the ground station by transmitting the following sentence: Mayday (this is) .c/s, squawking code 7500 pilot intention. Acknowledgement by ATC: Understand your situation, code 7500 observed. Radio contact not feasible: - Alert the ground station of the hijacking by squawking A7500 ident. Acknowledgement by ATC: Confirm you are squawking 7500. Under non-radar control Radio contact feasible: - Alert the ground station of the hijacking by transmitting the situation, pilot intention etc., and if aeroplane is believed to be within radar coverage, squawk A7500. Radio contact not feasible: - Alert the ground station by squawking A7500. 10.2.2.7 Communications In the air the hi-jack transponder CODE A7500 will be set. To alert all air Crew member of an hi-jacking, the word IMPERATIVE (IMPERATIVO) shall be used also in normal conversation; it is important to alert pilots of hijacking using any sentence containing the word Imperative / Imperativo, e.g. Captain, It is imperative that I enter in the flight deck. For Communications with ground use normal frequencies. It is preferable not to use 121.5 MHZ in order to avoid unnecessary interference of other aircraft. 10.2 - PREVENTIVE SECURITY MEASURES AND TRAINING
OPERATIONS MANUAL
air italy
A 10.2 12 15 Apr 10
After landing in U.K. use frequency 134.975 MHZ to have a common link between ATC, civil police and the Hi-jack aircraft. Note: An oral procedure has to be established between the pilots and the chief cabin crew (AVR) to grant the access to the flight deck. This procedure is unique and will not be written to avoid security branches, this procedure must be combined with video surveillance (CCTV Camera). 10.2.2.8 SELCAL Procedures No SELCAL shall be originated by a ground station to an aircraft in a known hijack condition, unless the pilot instructs the ground station or his Operator that SELCAL may be used to contact the flight. The reason is that with a deranged hijacker in the flight deck, the light and bell alarms which accompany ground-orientated SELCAL tones could trigger the individual (and on one occasion nearly did) into violent action, with potentially disastrous results. 10.2.2.9 Passengers Care for the normal needs of the passengers and keep them informed insofar as possible. Find some means of keeping them occupied. Plan the rationing and distribution of remaining supplies of food and water on the assumption that the incident may be protracted. 10.2.3 Bomb Threat 10.2.3.1 General All threats are a criminal act. It is Operator policy to liase with the Authority with a view to achieving prosecution in appropriate cases. The action taken in respect of a bomb threat against aircraft, Operator property or ground installations, depends on the assessment of threat.The majority of bomb warnings are of a non-specific nature, and rarely refer to an individual flight or location. They are usually made by anonymous telephone callers, and the greatest encouragement to such persons is publicity of any kind. It is normal Air Italys policy to keep these warnings confidential, to avoid any tendency towards sensational reports and to dissuade the news media from giving them any publicity. National legislation or local regulations may require an airline to notify the local security or airport authorities when a bomb threat is received. Many airports and Civil Aviation Authorities have the power to delay and search any aircraft regardless of the wishes of the airline. In some countries the authorities require ATC to pass any warnings to airborne aircraft; in others, as in the UK, the matter is left entirely in the hands of the airline. Taking into account the nature of the threat, the prevailing local conditions and the extent of security already in operation, the following guidelines are provided for Commanders. It must be kept in mind, by the way, that, if possible, the best thing to do is to land and evacuate the aircraft immediately. If it is not possible to land and evacuate the aircraft within 30 minutes, than Commanders should apply the following procedures. 10.2.3.2 Notification 10.2.3.2.1 External source In the event that a bomb threat, or any other threat to the security of a Operator aircraft is received by a member of the staff, every effort must be made to obtain the fullest possible information with respect to the threat. 10.2 - PREVENTIVE SECURITY MEASURES AND TRAINING
OPERATIONS MANUAL
air italy
A 10.2 13 15 Apr 10
An immediate attempt must be made to contact OCC which will immediately activate the appropriate action. If this is immediately practicable, then the recipient of the threat must ensure that full and accurate details of the threat are passed in the quickest possible way to the Commander in order to enable him to asses the threat and decide on the action to be taken. 10.2.3.2.2 Message discovered on board Before Take-Off, Cabin Crew, will check that no persons are in the toilets, and must verify that no threatening messages have been left in toilet areas. This check will be made as soon as possible after the doors are closed but before leaving the ramp. If subsequently such a message is discovered, Commanders are advised to observe the following procedure: confirm that the Cabin Crew pre-departure check was carried out; if possible, establish contact with Operations Room and explain the problem; preserve the message and avoid putting unnecessary finger prints on it. Details of the message should be relayed by the fastest available means to Operations Room. 10.2.3.3 Bomb Search Checklist A bomb search check list is provided in OM Part A Appendix section to help the Crew to find a possible threat object. This should be utilised whenever a search of the aircraft is required. 10.2.3.4 Aircraft on the Ground Actions to be taken. A. Notify OCC, airport management and airport police. B. Disembark passengers (if any) requesting them to take all personal belongings from the cabin (if time permits).This way of disembarking is called De-plane. C. Have the aircraft towed to the designated area if this is required by the airport Authorities. If the aircraft is already taxing, avoid returning to the vacated stand, if possible. D. Check all freight on board. Any item which is in any way suspicious must be removed by the competent security personnel. E. Arrange for all baggage to be identified by the passengers and crew. Unclaimed baggage must be removed by the competent security personnel. Passengers and crew should be asked individually whether any parcel for a third party is being carried in their luggage and should also be asked to check their own property. F. Search the catering equipment. Again, any unidentified items must be removed by the competent security personnel. G. Search the aircraft in accordance with the bomb search check-list. The persons most qualified to search any part of the aircraft are the crewmember or engineer most familiar within the Operator, where possible, or trained security officers. Use should be made of any explosives detectors offered by the security Authorities. H. Arrange for a security check or other agreed procedure for clearance of any items removed from the aircraft and make due provision for their safe keeping and eventual return.
OPERATIONS MANUAL
air italy
A 10.2 14 15 Apr 10
NOTES: - Unless stairs are available right away, the standard way for the passengers to leave the aircraft if the bomb is really on board is through normal and emergency exits (passenger evacuation) on the opposite side of the bomb location, avoiding to use the door just opposite the bomb. - The standard way for the passengers to leave the aircraft if there is NO positive indication of bomb on board is through stairs, unless Commander assesses that the use of emergency doors / exits is required. - In the context of the searches described above, any unidentified or unusual object found or any object, however innocent looking, which is found in any unusual place, must be treated as suspect. This would include such items as brief cases navigation bags or overnight bags non positively identified as belonging to a crewmember or passenger or any item of aircraft equipment which is over and above that normally carried or which is not in its normal stowage. Contents of personal baggage should be checked by their owners to ensure that no item has been interfered with or added without their knowledge. Navigation bags, etc. should also be checked in this way. Any suspicious object found should not be touched but should be pointed out to the competent security authority for removal and investigation. Letters and parcels must never under any circumstances be accepted by the crew from unknown persons for carriage on an aircraft. The contents of any parcel or package accepted should be verified, with the exception of sealed diplomatic bags, unless required necessary by the Commander for the safety of flight. 10.2.3.5 Aircraft in the Air In the event that a bomb threat which is evaluated as serious is received and the aircraft against which is directed is already airborne, the Commander should proceed accordingly company procedures (Bomb search Check list in the appendix section) and keeping in mind the following items. A. If passengers are on board switch on the seat belt - no smoking signs. Subject to terrain clearance, weather condition and fuel reserves, obtain an ATC clearance and descend as directed procedures, Bomb on Board. B. If possible, configure the aircraft as directed by the Operations Manual, part B, Bomb on Board. Take into account such considerations as the distance to the chosen airfield, the existing fuel load, terrain clearance and any reduced operational capability of the aircraft. C. Divert to the nearest suitable airfield. When making this decision, if possible choose a familiar field, which has suitable landing aids and reasonable ground facilities to handle the emergency. D. Declare an emergency and request ATC to inform the relevant Authorities. E. Request ATC to arrange to have passenger steps available for immediate disembarkation in a position away from all buildings and other aircraft (most airport Authorities have a designated area for this purpose). F. If no operational emergency exist and a bomb threat is not immediate, after landing request all passengers to collect all personal belongings, and to disembark in an orderly and expeditious manner. G. After disembarkation, move passengers well away from the aircraft and permit only the local Authorities to approach its immediate area. 10.2 - PREVENTIVE SECURITY MEASURES AND TRAINING
OPERATIONS MANUAL
air italy
H.
A 10.2 15 15 Apr 10
Carry out the search procedures detailed above in the section dealing with Aircraft on the ground. If they have left the aircraft without them, then, depending on the gravity of the general security situation and the seriousness of the immediate threat, passengers should be asked to retrieve and identify their own personal cabin luggage and other belongings, thus eliminating them as suspicious objects. When the Commander is satisfied that the above procedures have been carried out and that the aircraft is clean, the flight may recommence. 10.2.3.6 Airborne Search Depending on the circumstances, e.g. the amount of the information contained in the warning, the accessibility and exposure to risk of the aircraft at its previous stops on the ground etc., and seriousness of the particular threat, the Commander should consider to carry out a search of the aircraft in flight. As previously indicated, the crew themselves are in fact the most competent people to carry out this search and must be able to recognise what they are looking for since explosive devices can be disguised in many ways; some general guide lines are: A. An obvious device; B. A package or object which fits the description contained in the threat; C. A package or object which is foreign to its environment; D. A package or object which is in its environment but which shows signs of having been tampered with. Before the search is commenced the Commander should explain the situation to all passengers requesting that their remain in their seats and be co-operate with the crew. The seat belt non smoking signs should be switched on. 10.2.3.7 In flight Search Procedure Action to be taken. A. A full search of the flight deck, cabin and other areas of the aircraft accessible to the crew in flight should be made in accordance with the relevant sections of the Bomb Search Check List. B. The areas between and under seats, life jacket stowage, seat table stowage, etc. should of course be included in the search. C. Passengers and crew should be asked to retrieve identify and examine all their personal belongings for any addition or interference. D. Any unclaimed or unidentified object should be treated as suspect. It should not be disturbed but guarded while the Commander is immediately informed. E. If such an object is found, consideration must be given to the further action of the crew. Suggested procedures are offered below. F. After landing and when passengers have been disembarked, the remainder of the Bomb Search Check-list must be completed. 10.2.3.8 Suspected Device Found in Flight Should a suspect device be found on board an aircraft in flight, the following are some suggested defensive procedures, that can be added to the procedures reported in the Operations Manual, part B Bomb On Board. The primary principle in dealing with a suspect object is that it must never be taken likely and must always be presumed to be potentially dangerous. The following principle, by the way, must always be kept in mind: THE DEVICE SHOULD NOT NORMALLY BE TOUCHED.
OPERATIONS MANUAL
air italy
A 10.2 16 15 Apr 10
Only if there is a very high expectations that the device will explode before it is possible to land, and even then only if it is in a high hazard zone, should any attempt be made to move it. Anti-handling and anti-penetrating system are likely to be incorporated in modern sophisticated explosive devices. Note. An aircraft search should not be discontinued when a suspicious device is found. There may be more than one on board. 10.2.3.8.1 Flight Crew Action to be taken. A. Establish and maintain communications between the aircraft, ATC and if possible, Operator Flight Operations. It is possible in many areas of the world to get expert advice, to help deal with whatever devices has been found. In the US and Canada, for example, a continuous open line can be set up between ATC, explosive ordnance disposal experts and the aircraft. In Europe, similar assistance can be provided with minimal delay and in other areas these services can sometimes be made available from military sources via ATC. Request any such assistance available. B. If terrain permits, fly as directed by the Operations Manual, part B, at an altitude which permits a small inside outside pressures difference, without changing the existing cabin pressure. (the object is to reduce the effects of blast and fragmentation in the event of an explosion). C. If possible, taking into account fuel requirements, terrain, reduce to approach speed. (This anticipates that these systems may be damaged in the event of an explosion.). D. Further reduce in-flight structural loads by restricting manoeuvres as far as possible to steady, level flight, making only gentle control inputs. (These actions will help to minimise damages should an explosion occur). 10.2.3.8.2 Cabin Crew Action to be taken. 1. Announce Is there any EOD personnel on board?. By using the initials, only person familiar with EOD (Explosive Ordnance Disposal) will be made aware of the problem. Do not open or cut wires; secure bomb against slipping, avoiding shocks. Move passengers at least 4 seat rows away from the Bomb Location. If other seats are full, these passengers should sit on the floor in protected areas. Passengers near the bomb should protect their heads with pillows, blankets etc. and sit in the brace position. All passengers must remain seated with seat belts on and, if possible, head below the top of the head rest. Seats backs and tray tables should be in their full upright position. 2. If it has been decided that bomb should be removed, before attempting any action check that no bomb anti lift device exists. To check for an anti-lift switch or lever, slide a string or stiff card (such as emergency information card) under the bomb, without disturbing the bomb. - If a card is used and can be slid under the bomb, leave it under the bomb and move together with the bomb. - If the string or card cannot be slipped under the bomb, it may indicate that an anti-lift switch or lever is present. If it is indicated that an anti-lift device is present, it may be possible to move the bomb together with the surface on which the bomb is located, such as a shelf or seat cushion. 10.2 - PREVENTIVE SECURITY MEASURES AND TRAINING
OPERATIONS MANUAL
air italy
A 10.2 17 15 Apr 10
If it is NOT possible to move the bomb then it should be surrounded with wetted materials and other blast attenuation materials such as cushions and soft carry-on baggage. Move personnel as far away from the bomb location as possible. 3. If it has been decided that bomb can be moved: Place the bomb as close to the centre of the RH aft cabin door as possible; Move passengers at least 4 seat rows away from the Least Risk Bomb Location (RH aft cabin door).If other seats are full, these passengers should sit on the floor in protected areas towards the front of the aircraft. Passengers near the bomb should protect their heads with pillows, blankets etc. and sit in the brace position. All passengers must remain seated with seat belts on and, if possible, head below the top of the head rest. Seats backs and tray tables should be in their full upright position; Disarm the RH aft slide; Prepare the Least Risk Bomb Location (LRBL). It is requested to build up a platform of solid baggage against the door up to about 25 cm below the middle of the door. On top of this, build up at least 25 cm of wetted material such as blankets and pillows. Place a single thin sheet of plastic (e.g. trash bag) on top of the wetted materials. These prevent any possible short circuit; Move carefully the bomb in the attitude found to the LRBL and place it on top of the wetted materials in the same attitude and as close to the door structure as possible; Complete the LRBL building up at least 25 cm of wetted material around the sides on top of the bomb. CAUTION - No wet materials should be in contact with an open device or a device that has exposed wiring. - Do not place anything between the bomb and the door and minimise airspace around the bomb. The idea is to build up a protective surrounding of the bomb so that explosive force is directed in the only unprotected area into the door structure. Fill the area around the bomb with seat cushions and other soft materials such as hand luggage (saturated with water or any other non-flammable liquid) up to the cabin ceiling, compressing as much as possible. The more material stacked around the bomb, the less damage will be. CAUTION - Use only soft materials. Avoid using materials containing any inflammable liquid and any metal objects which could become dangerous projectiles. - Care must be exercised in order to avoid covering the bomb with any kind of materials. Move portable oxygen bottles and first aid kits from the immediate vicinity. Fire extinguishers should be made readily available. Disconnect non-essential electrical power in the areas near the device. 4. Once on the ground, execute evacuation or disembarkation, in accordance with Commanders decision. Usually, unless stairs are available right-a-way, the standard way for the passengers to leave the aircraft if the bomb is really on board is through normal and emergency exits on the opposite side of the bomb location, avoiding to use the door just opposite the bomb. When there is NO positive indication of bomb on board , the standard way for the passengers to leave the aircraft if there is through stairs, unless Commander assesses that the use of emergency doors / exits is required.
OPERATIONS MANUAL
air italy
A 10.2 18 15 Apr 10
10.2.3.9 Examples of Bomb Warning via P.A. 10.2.3.9.1 On Ground Ladies and Gentlemen, Captain speaking. We have received a warning that a device has been placed on board of one of the aeroplanes which is station on this airport. We believe this information to be a hoax, as calls of this nature have been received by airlines many times in the past. However, as your safety is of paramount importance, the company has laid down a procedure for searching all aircraft and passengers baggage which must be followed on these occasions. The Police will be assisting with this. For this reason, you are kindly requested to adhere with the suggestions given by our Cabin Crew. I apologize for any inconvenience caused and I will give you more information later on. (Italian version) Signore e Signori, sono il Comandante. Siamo stati informati che a bordo di uno dei velivoli parcheggiati in questo aeroporto potrebbe essere stato collocato un ordigno. Pur nella consapevolezza che tali segnalazioni risultano nella quasi totalit dei casi assolutamente false, siccome la vostra sicurezza di prioritaria importanza, la compagnia ha stabilito una procedura di controllo di tutto il materiale, bagagli compresi, a bordo del velivolo. Ci apprestiamo quindi ad attuare la suddetta procedura con lausilio delle forze di polizia. In tal senso siete cortesemente invitati ad ottemperare a quanto vi verr chiesto dagli assistenti di volo. In attesa di darvi ulteriori informazioni, mi scuso per gli inevitabili disagi. 10.2.3.9.2 n Flight Ladies and Gentlemen, Captain speaking. We have received a warning that a device has been placed on board of one of the aeroplane which took off from our departing airport. We consider this warning to be a hoax, as calls of this nature have been received by airlines many times in the past. However, as your safety is of paramount importance, the company has laid down a procedure for searching all aircraft and passengers baggage which must be followed on these occasions. I am therefore making arrangements to land as soon as possible, so that a thorough search of the aeroplane can be carried out. (If applicable: In the meantime the Cabin Crew will be carrying out a preliminary search, thanking for co-operation). For this reason, you are kindly requested to adhere with the suggestions given by our Cabin Crew. I apologize for any inconvenience caused and I will give you more information later on. (Italian version) Signore e Signori, sono il Comandante. Siamo stati informati che a bordo di uno dei velivoli decollati dal nostro aeroporto di partenza potrebbe essere stato collocato un ordigno. Pur nella consapevolezza che tali segnalazioni risultano nella quasi totalit dei casi assolutamente false, siccome la vostra sicurezza di prioritaria importanza, la compagnia ha stabilito una procedura di controllo di tutto il materiale, bagagli compresi, a bordo del velivolo. Per i motivi sopra esposti, ci apprestiamo ad atterrare quanto prima al fine di poter effettuare tutti i controlli previsti dalla procedura. (Quando applicabile: Nel frattempo gli Assistenti di Volo effettueranno una ispezione preliminare, grazie per la collaborazione). In tal senso siete cortesemente invitati ad ottemperare a quanto vi verr chiesto dagli assistenti di volo. In attesa di darvi ulteriori informazioni, mi scuso per gli inevitabili disagi.
OPERATIONS MANUAL
air italy
10.2.4 Interception Procedures
A 10.2 19 15 Apr 10
10.2.4.1 General Pilots are reminded that when they are within the airspace, or on the territory, of any State, they must comply with the laws, rules, regulations and procedures in force in that State, and that in the event of conflict these local laws and regulations take precedence over the laws of the State of Registry of the aircraft. They should be further aware that permission to over-fly a State is subject to the right of the State being overflown to require the aircraft to land on its territory. States are required to establish and publish procedures for the interception of aircraft within their airspace. In most instances these conform to the Standards proposed by ICAO. The procedures will be found, together with any differences published by individual States, in the Route Manual (OM part C) carried on the aircraft. Pilots should familiarise themselves with these signals and especially be aware of where they are to be found as they may be suddenly and unexpectedly required in flight. 10.2.4.2 Action by Intercepted Aircraft The basic rules are as follows: An aircraft which is intercepted by another aircraft shall immediately: A. follow the instructions given by the intercepting aircraft, interpreting and responding to visual signals in the prescribed manner; B. notify, if possible, the appropriate ATC unit; C. attempt to establish radio communication with the intercepting aircraft or with the appropriate intercept control unit, by making a general call on 121.5 MHz, giving the identity of the intercepted aircraft and the nature of the flight; D. select code A7700 on the Transponder unless otherwise instructed by the appropriate ATC unit. If any instructions received from any source conflict with those given by the intercepting aircraft, either by radio or by visual signals, the intercepted aircraft shall request immediate clarification while continuing to comply with the signals given by the intercepting aircraft. 10.2.5 Biological Hazard The recent terrorist events have demonstrated the potential for terrorist organizations to use biological substances as weapons to commit crimes against civil aviation. In accordance with the National Security Program an Inspection Kit has been fitted on board each Air Italy aircraft to be used in case a suspect exists about the nature of any substances found on board. In any such situation any contact with the substance should be avoided and local Police Authority should be informed immediately after landing.
OPERATIONS MANUAL
air italy
A 10.2 20 15 Apr 10
air italy
GENERAL BASIC 11 HANDLING OF ACCIDENTS AND OCCURRENCES
OPERATIONS MANUAL
A 11 i 30 May 10
Index 11 HANDLING OF ACCIDENTS AND OCURRENCES ....................................................... 1 11.1 TERMINOLOGY ........................................................................................................... 1 11.2 EMERGENCY RESPONSE PLAN ............................................................................... 3 11.3 ACTION BY THE COMMANDER FOLLOWING AN ACCIDENT.................................. 3 11.3.1 DANGEROUS GOODS OCCURENCES................................................................... 4 11.4 ACCIDENT AND SERIOUS INCIDENT PROCEDURES ............................................. 4 11.4.1 GUIDELINES FOR PILOTS INVOLVED IN AN ACCIDENT OR SERIOUS INCIDENT.................................................................................................................. 6 11.4.2 PRESERVATION, PRODUCTION AND USE OF FLIGHT RECORDER RECORDINGS ......................................................................................................... 7 11.5 INVESTIGATIONS ....................................................................................................... 8 11.6 REPORTING SYSTEM ............................................................................................... 9 11.6.1 AIRCRAFT FLIGHT OPERATIONS ........................................................................ 11 11.6.1.1 Operation of the Aircraft ...................................................................................... 11 11.6.1.2 Emergencies......................................................................................................... 13 11.6.1.3 Crew Incapacitation .............................................................................................. 14 11.6.1.4 Injury..................................................................................................................... 14 11.6.1.5 Meteorology ......................................................................................................... 14 11.6.1.6 Security ................................................................................................................ 15 11.6.1.7 Other Occurrences .............................................................................................. 15 11.6.2 AIRCRAFT TECHNICAL ........................................................................................ 15 11.6.2.1 Structural ............................................................................................................. 15 11.6.2.2 Systems ............................................................................................................... 16 11.6.2.2.1 Air Conditioning/ventilation ................................................................................ 17 11.6.2.2.2 Auto-Flight ........................................................................................................ 17 11.6.2.2.3 Communications ............................................................................................... 17 11.6.2.2.4 Electrical ............................................................................................................ 17 11.6.2.2.5 Cockpit/Cabin/Cargo ......................................................................................... 17 11.6.2.2.6 Fire Protection ................................................................................................... 18 11.6.2.2.7 Flight Controls ................................................................................................... 18 11.6.2.2.8 Fuel ................................................................................................................... 18 11.6.2.2.9 Hydraulics.......................................................................................................... 19 11.6.2.2.10 Ice Detection/Protection................................................................................... 19 11.6.2.2.11 Indicating/Warning/Recording.......................................................................... 19 11.6.2.2.12 Landing Gear/Brakes/Tires.............................................................................. 20 11.6.2.2.13 Navigation (including precision approach system)/Air Data............................. 20 11.6.2.2.14 Oxygen ............................................................................................................ 20 11.6.2.2.15 Bleed Air .......................................................................................................... 21 11.6.2.2.16 Propulsion/Auxiliary Power Unit (APU) ............................................................ 21 11.6.2.3 Human Factors . ................................................................................................... 22 11.6.2.4 Other Occurrences ............................................................................................... 22 11.6.3 GROUND SERVICES ............................................................................................. 23 11.6.3.1 Aerodrome and aerodrome facilities..................................................................... 23 11.6.3.2 Handling of passengers, baggage and cargo ....................................................... 23 11.6.3.3 Aircraft ground handling and servicing ................................................................. 23 11.7 USE OF SAFETY REPORTS/FORMS ....................................................................... 24 11.7.1 REPORTING RESPONSIBILITY............................................................................. 24 11.8 RISK ASSESSMENT.................................................................................................. 24 11.9 REPORTING TO THE AUTHORITY .......................................................................... 25 11.9.1 ACCIDENTS AND SERIOUS INCIDENTS .............................................................. 25 11.9.2 INCIDENTS ............................................................................................................. 25 11 - HANDLING OF ACCIDENTS AND OCCURRENCES
Part A Chapt. 11 air italy Page ii Rev. 6 30 May 10 11.10 ADDITIONAL SPECIFIC REPORTS ........................................................................ 25 11.10.1 ATC INCIDENTS/POTENTIAL HAZARDOUS CONDITIONS ............................... 25 11.10.1.1 Procedure following incidents in foreign airspace............................................... 26 11.10.2 BIRD HAZARD OR STRIKE .................................................................................. 26 11.10.3 IN-FLIGHT EMERGENCIES WHEN DANGEROUS GOODS ARE CARRIED ...... 26 11.10.4 UNLAWFUL INTERFERENCE (BOMB ABOARD THREAT, HIJACKING, DANGEROUS OR DISRUPTIVE PASSENGERS) ............................................... 26 GENERAL BASIC 11 HANDLING OF ACCIDENTS AND OCCURRENCES
OPERATIONS MANUAL
11 - HANDLING OF ACCIDENTS AND OCCURRENCES
air italy
OPERATIONS MANUAL GENERAL BASIC 11 HANDLING OF ACCIDENTS AND OCCURRENCES
A 11 1 30 May 10
11 HANDLING, NOTIFYING AND REPORTING OCURRENCES. 11.1 TERMINOLOGY ADREP 2 000 ICAO standard classification for the accidents/incidents communication forms. AIRPROX (AIRMISS) A situation in which, in the opinion of a pilot, the distance between aircraft as well as their relevant positions and speed have been such that the safety of the aircraft involved was or may have been compromised. NOTE: The global ICAO code word AIRPROX and definition supersedes the pilots AIRMISS and air traffic controllers APHAZ (Air Proximity Hazard) terminology and definitions. ANSP - Air Navigation Service Provider (such as: ENAV Airspace Brigade) ANSV - Agenzia Nazionale Sicurezza Volo (National Flight Safety Board) COREP Coordination of ENAC-Mandatory Occurrence Reporting System Framework tasked for the implementation and management of eE-MOR. Communication Inform ENAC, within the required time limits (72 hours) with full report, the accident, serious incident or incident shown in following paragraphs. ECCAIRS European Coordination Centre for Aviation Incident Reporting Systems. eE-MOR electronic ENAC Mandatory Occurrence Reporting ENAC integrated (from all area of operations) system for the mandatory notification/communication of accident, serious incidents and incidents which have or could have effected the safety of the flight, and for their analysis. ENAV - Ente Nazionale Assistenza al Volo/ANSV (Italian Safety Board). Event Is a specific fact or action which determines a change in the state of the system. Usually it may be regarded as part/component of the Occurrence. Occurrence Any operation interruption, defect, fault or other irregular situation that might have had some influence on the flight safety and that has caused an incident, a serious incident or accident. In the 2003/42/CE directive the term occurrence relates only to an incident. Specific Occurrences According to the EU-OPS 1.420 regulation specific occurrences are the following: a. Air traffic occurrence: a missed collision with any flying object; incorrect air traffic procedures or disregard of applicable procedures by air traffic services or cockpit crew; ATS equipment fault; c. Resolution Advisory (RA) generated by the onboard TCAS; d. Bird strike, experienced or avoided; 11 - HANDLING OF ACCIDENTS AND OCCURRENCES
air italy
A 11 2 30 May 10
e. Emergency during flight caused by dangerous goods; f. Unlawful interference; g. Situation of potential danger such as irregular operation of navigation equipment on board or on ground, a remarkable meteorological phenomenon or volcanic cloud encountered in flight. NOTE 1: Almost all occurrences described above are contained in the 2003/42/CE directive. NOTE 2: Specific security occurrences that should be reported some are listed in EU-OPS regulation and others in the National Security Program. Incident (Inconveniente) An occurrence, other than an accident, associated with the operation of an aircraft which affects or could affect the safety of operation. Serious incident (Inconvenien te grave) An incident involving circumstances indicating that an accident nearly occurred. (EU-OPS 1.420) Accident (Incidente) An occurrence associated with the operation of an aircraft, which takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked (EUOPS 1.420) in which: a. a person is fatally or seriously injured as a result of: being in the aircraft or direct contact with any part of the aircraft, including parts that have become detached form the aircraft, or direct exposure to the jet blast, except when injuries are from natural causes, self inflicted or inflicted by persons, or when the injuries are to stowaways hiding outside the areas normally available to the passengers and crew; or b. the aircraft sustains damage or structural failure which: adversely affects the structural strength performed or flight characteristics of the aircraft, and would normally require major repair or replacement of the affected component, except for engine failure or damage, when the damage is limited to the engine, its cowlings or accessories; or for damage limited to propellers, wing tips, antennas, tires, brakes, airings, small dents or puncture holes in the aircraft skin; or c. hull loss: the aircraft is missing or is completely inaccessible. NOTE 1: a) a serious injur y (Lesione Grave) is an injury sustained by a person in an accident which: 1) requires hospitalisation for more than 48 hours, starting within 7 days of the date of the report; or 2) causes the fracture of bone (excluding simple fractures of fingers, toes or nose); or 3) causes a wound which leads to serious blood loss or damage to nerves, muscles or tendons; or 4) causes injury to internal organs; or 5) causes second or third degree burns or burns covering more than 5% of the surface of the body; or 6) causes exposure to infectious or radioactive substances
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A 11 3 30 May 10
b) a fatal injury (Lesione Mortale) is an injury sustained by a person in an accident which causes the death of the person within 30 days of the date of the incident. NOTE 2: The difference between an accident and a serious incident lies only in the consequences. Notification initial and immediate communication to the Authority of the accident, or of the serious incident, with all available preliminary information/details, and following a specific scheme in terms of required fields. Reporting System The system for the gathering of reports relevant to aviation occurrences operating within the Safety Management System (SMS) of an Air Operator, of an aeronautical enterprise/organization. Safety Database System (SDS) Identifies the software of the management program of the E-MOR database. Safety Management System (SMS) Safety Management System of an Air Operator, of an aeronautical enterprise/organization. Safety Manager The Responsible Person for the Safety Management (SMS); for the purpose of the present program he is the person designated for the forwarding of the communications to ENAC. Notice General term used when an unspecific occurrence is informally reported to ENAC (includes both notification and communication). 11.2 EMERGENCY RESPONSE PLAN Refer to the specific Crisis Manual 11.3 ACTION BY THE COMMANDER FOLLOWING AN ACCIDENT Subject to safety and the prevailing situation the aeroplane should be left in a safe condition with fuel off and aeroplane batteries disconnected and equipment such as first aid kits, survival packs and fire extinguishers removed. A headcount should be made to account for all persons on board at the time of the accident. In the event of a person, or persons being unaccounted for, action should be taken to recover them or locate their whereabouts. The needs of any injured person should be administered to as far as is possible - such persons should be made as comfortable as is practicable. The bodies of any victims should be decently set apart and covered. Activate the distress beacon if carried and establish feasibility of using aeroplane radio equipment. Prepare pyrotechnics for immediate use. Select, mark and prepare a rescue helicopter landing site. If a site is not available, lay out appropriate search and rescue signals. If people dwellings, or communications facilities are very close to the scene of the accident, consider sending for assistance, having regard to the local situation, distress messages, transmitted and received, and the local SAR facilities. If rescue is likely to be delayed for reasons of distance, or failing daylight, prepare suitable shelters, distribute necessary rations of food and water. If necessary, ascertain the availability of fresh water in the immediate vicinity of the accident. Subsequent to rescue and subject to the location of the accident, the police should be informed and assistance sought in the placing of guards on the aeroplane. Alternatively, consideration should be given to hiring local watchmen. The wreckage of the aeroplane may not be removed or interfered with, nor should any unauthorised person be allowed access to it without authority, except as may be necessary 11 - HANDLING OF ACCIDENTS AND OCCURRENCES
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A 11 4 30 May 10
for the extrication of persons or animals, removal of any mails, the prevention of damage or destruction by fire or water, or danger of obstruction to the public or to Air Navigation or to other transport. An authorised person means any person authorised by the State authority either generally or specially to have access to any aeroplane involved in an accident, and includes Police officers and Customs officers. Note: In most, if not all States, following a serious accident the aeroplane becomes in a sense the property of the State in which the accident occurred and the appointed Accident Investigator is authorised to exercise almost unrestricted control over it. The aeroplane may not be interfered with and access to it is limited to certain authorised persons, e.g. Police and Customs Officials but note, not Crew. However, this provision does not apply when the aeroplane has to be entered, removed or interfered with in order to save persons, animals or the aeroplane itself or, in order to prevent danger or obstruction to the public, to air navigation or to other forms of transport. Strictly speaking, once the Crew and passengers have evacuated the aeroplane they should not re-enter it for any reason other than those listed above. Property may normally be removed from the aeroplane only under the supervision of a Police or Customs Official. 11.3.1 DANGEROUS GOODS OCCURENCES Refer to Chapter 9 this Manual. 11.4 ACCIDENT AND SERIOUS INCIDENT PROCEDURES The Commander shall notify immediately (with the fastest available means) the Company of any accident or serious incident occurred while he was responsible of the flight. In the occurrence that the Commander is incapable of providing such notification, this task shall be undertaken by any other member of the crew if they are able to do so, NOTE being taken of the succession of command. OCC is the company branch best suited to receive such notification, being operational 24h, by
Telephone: Emergency: Cellular: Fax: SITA: e-mail:
+39 0331 211340 +39 0331 791283 +39 340 9822030 +39 0331 211349 HDQOWI9 ops@airitaly.it
Then, if it is the case, information (all available at the time) may be forwarded via:
To the extreme, any company employee may report accidents or serious incidents, using the same above mentioned procedure. Occurrences listed below (from ICAO- Annex 13 and Legislative Decree n 66/99) are typical examples of serious incidents. The list is not exhaustive and only serves as guidance to the definition of serious incident.
air italy
N
OPERATIONS MANUAL GENERAL BASIC 11 HANDLING OF ACCIDENTS AND OCCURRENCES Serious Incidents
A 11 5 30 May 10
1 2 3 4 5 6
Near collisions requiring an avoidance manoeuvre to avoid a collision or an unsafe situation or when an avoidance action would have been appropriate Controlled flight into terrain only marginally avoided Aborted take-offs on a closed or engaged runway Take-offs from a closed or engaged ru obstacle(s) nway w ith marginal separation from
Landings or attempted landings on a closed or engaged runway Gross failures to achieve predicted performance during take-off or initial climb Fires and smoke in the passenger co mpartment, in cargo compartments or engine fires, even though such fires were e xtinguished b y the use of extinguishing agents Occurrences requiring the emergency use of oxygen by the flight crew Aircraft structural failures or engine accident Multiple malfunctions of one or more operation of the aircraft Flight crew incapacitation in flight Fuel quantity requiring the declaration of an emergency by the pilot Take-off or landing incidents. Incidents such as undershooting, overrunning or running off the side of runways System failures, w eather phenomena, operations outside the approved flight envelope or other occurrences which could have caused difficulties controlling the aircraft Failures of more than one sy stem in a redundancy system mandatory for flight guidance and navigation disintegrations not classified as an
8 9 10 11 12 13
aircraft systems seriousl y affecting the
14
15
air italy
A 11 6 30 May 10
11.4.1 GUIDELINES FOR PILOTS INVOLVED IN AN ACCIDENT OR SERIOUS INCIDENT The occurrence of an accident or of a serious incident during flight operations requires the crew to perform a series of actions soon after the occurrence. When under the possible effect (even unconscious) of an emotional shock, there may be the necessity to provide information to Companys and public bodies, to coordinate the activities of other crew members, and to talk with a number of people. The following guidelines may help the Commander and his crew to better behave in such circumstances. It is obvious that the number of possible scenarios is so great that the given points are not intended to limit the Commander actions but, on the contrary, they must be integrated with the circumstances of each occurrence. Professional and sound judgment are then indispensable to face the contingency. 1. The protection and the safety of passengers and crew have priority regardless of the type of occurrence. 2. If feasible and applicable, shut-down the Cockpit Voice Recorder to preserve recordings together with each significant element of the occurrence. 3. Following an accident, the Company must attempt to preserve all DFDR and CVR data and make it available to the investigating authority. 4. In case of an aeroplane emergency evacuation, the Commander must coordinate the evacuation and leave the aeroplane as the last one. Following the evacuation of any passengers from the aircraft the Commander, the SCCM or a delegated Crew (or passenger) must carry out the following duties subject to safety considerations and the prevailing situation: - The aircraft must be secured in a condition as safe as possible. The wreckage of the aircraft must be preserved and unauthorized persons should not be allowed access to it. An authorized person is any person nominated by the accident investigation authority or regulatory authority, and usually includes police, fire and rescue services; - A headcount must be made to account for any missing passenger; - The needs of any injured persons must be attended to; - The remains of any deceased persons should be decently set apart and covered; - The distress beacon must be activated and pyrotechnics, if available, prepared for immediate use; - If people, dwellings or communications facilities are close to the accident site, efforts to obtain assistance must be made, having regard to the local situation. 5. Notify the Company of the occurrence (OCC, relevant Fleet Sector, Flight Safety). 6. Take note of as many data and facts on the occurrence as possible, with names and phone number of all witnesses. Concerning the notification to the Authority the following minimum data are necessary: - Aircraft model and registration; - Name of Commander and crew details; - Date, time (UTC) and location of the occurrence; - Number of persons on board at the time of the occurrence; - Number of persons killed or seriously injured; - Type and brief description of the occurrence; - Brief overview of aircraft and/or third party damages; - Details of any dangerous goods on board;
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7.
A 11 7 30 May 10
When the situation is under control, fill in the Technical Log Book (TLB), the Flight Log and the ASR. Moreover keep the flight folder to be sent to Safety Dpt. later on. 8. Do not release any immediate statement. If requested, notify the occurrence to local Authorities in a concise and direct manner, and without any comment, conclusions or speculations. Avoid giving sworn statements or undergoing medical analysis until being represented. 9. The releasing of declaration to media is forbidden. 10. As soon as possible make a debriefing with all crew members to explain the occurrence and to gather useful information and the immediate witnesses. Maintain the crew united and informed on the course of occurrences, pointing out the necessity not to release comments and statements even informally. 11. Consider that one can be under the effect of shock without realizing it: the Commander may require, through its Fleet Manager, the intervention of the Crisis Management organisation for Crews assistance and support. 12. One is obliged to show the pilots licence to the Authority, if requested, but not to consign it. 13. Do not sign any document not provided for in the GB and do not allow the use of recorders. 14. In a foreign country only individual rights in force locally might be recognized and not those of own Country. Ask for the Company and own embassy (or consulate) to be informed. Ask, if deemed necessary, to have legal assistance. 15. After an accident or serious incident, the subsequent crew flight duties may be resumed only with the authorization of Post Holder Flight Operations, or his delegate according to the hierarchical line, depending on the seriousness of the occurrence. 11.4.2 PRESERVATION, PRODUCTION AND USE OF FLIGHT RECORDER RECORDINGS Following an Accident, Air Italy will, to the greatest possible extent, preserve the original recorded data pertaining to that accident, as retained by the recorder for a period of 60 days unless otherwise directed by the investigating Authority. Unless prior permission has been granted by the ENAC, following an incident that is subject to mandatory reporting, Air Italy will, to the greatest possible extent, preserve the original recorded data pertaining to that incident, as retained by the recorder for a period of 60 days unless otherwise directed by the investigating Authority. Additionally, when ENAC so directs, Air Italy will preserve the original recorded data for a period of 60 days unless otherwise directed by the investigating Authority. When a flight data recorder is required to be carried aboard an aeroplane, the Operator of that aeroplane will: Save the recordings for the period of operating time as required by J AR-OPS requirements except that, for the purpose of testing and maintaining flight data recorder, up to one hour of the oldest recorded material at the time of testing may be erased; and Keep a document which present the information necessary to retrieve and convert the stored data into engineering units. 11.4.2.1 Production of Recording Air Italy ensures that, within a reasonable time after being requested by ENAC, will produce any recording made by a flight recorder which is available or has been preserved. 11.4.2.2 Use of Recording The Flight Deck Voice Recorder recordings may not be used for purposes other than those connected to the investigation of an accident or incident subject to mandatory reporting. 11 - HANDLING OF ACCIDENTS AND OCCURRENCES
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A 11 8 30 May 10
The FDR recordings may not be used for purposes other than those connected to the investigation of an accident or incident subject to mandatory reporting except when such records are: Used by the operator for air-worthiness or maintenance purposes; or De-identified; or Disclosed under secured procedures. 11.5 INVESTIGATIONS The Judicial Authority (Public Prosecutors/Magistrates) may investigate accidents, and sometime also incidents, in order to ascertain faults and responsibilities. In case of criminal investigation, the access to sensible information collected by ENAC and/or ANSV (sent by the Operator) and inserted in their related databases, is allowed for criminal acts of the Penal Code articles, such as: art. 428/ Aviation disaster/ DISASTRO AVIATORIO, art. 432/ Endanger the safety of Air Transport/ATTENTATO ALLA SICUREZZA DEI TRASPORTI art. 437/ Criminally motivated act of Removal or omission of precautions against accident at work/ RIMOZIONE OD OMISSIONE DOLOSA DI CAUTELE CONTRO INFORTUNI SUL LAVORO, art. 449/ Criminal culpable Damage/ DELITTI COLPOSI DI DANNO, art. 451/ Culpable omission of precautions or defences against disasters or accident at work/ OMISSIONE COLPOSA DI CAUTELE O DIFESE CONTRO DISASTRI O INFORTUNI SUL LAVORO). The National Flight Safety Agency (Agenzia Nazionale di Sicurezza di Volo/ANSV) investigates accidents and serious incidents for prevention and production of Safety Recommendations (to the Aviation Authority). The ANSV guarantees the persons involved confidentiality and privacy on reports of accidents, and anonymity on reports of serious incidents (according to articles 11 and 12 of D.L. n.66/99). ENAC (Italian Civil Aviation Authority), bound by confidentiality and privacy, may conduct technical investigation on aeronautical occurrences of which has knowledge, for prevention activity and to verify the application of the rules which, if not observed, may imply the issuance of warnings and/or administrative proceedings to either the Personnel and/or the Company. As part of formal activities described above, the Company may be requested to provide data/documents at his disposal, necessary to the investigation processes. The Company, in its own investigations, always guarantees immunity/no penalty and also guarantees the anonymity of the Crew, except in cases involving factors outside of the Company (e.g. declaration by a passenger, claiming compensation). NOTE: Airport Directors and ATC units must report (art 829 C.d.N.): - accidents and serious incidents; - accidents to Prosecutors, ENAC and ANSV; serious incidents to ENAC and ANSV. Flight Crew may be unaware of these reports.
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11.6 REPORTING SYSTEM The following paragraph regulates the actions linked to the management of Crew reports which could be Mandatory or Voluntary. Voluntary reports are extremely valuable and deal primarely with Human Factor aspects. They may be phoned or submitted/mailed (using a dedicated form) by any Crew, directely to the Flight Safety Manager or to ANSV as dictated by the law. The occurrence will be threated as CONFIDENTIAL. Mandatory reports deal with accidents, serious incidents and reportable incidents occurring during the course of operational activities of Company aeroplanes, which must be submitted to the Authority within a specified period of time. Reportable incidents shall be reported by any crew and signed by the Commander. All Mandatory occurrences will be submitted on the Company Air Safety Report form, which can be used for almost all type of occurrences and must be completed in full. The Safety Manager (SM) will evaluate if the report falls under the Authority MOR scheme, unless it is the wish of the person making the report that an MOR should be filed. All occurrences recorded, both MOR and Voluntary, are managed by the Company with a secure process. The system has protected access levels, restricted to a limited number of Company bodies. The complete access to all data is reserved only to the Safety Manager. Reportable Incident definition Reportable Incidents are all those occurrences which must be reported to Authorities (MORs), relating to occurrences in which the safety of an aeroplane, or of person, has been (or could have been) endangered and which may be subjected to investigation by the competent Authority and/or by the Company. The list of Reportable Incidents, as required by the law, is quite comprehensive but, in case of doubt, it is suggested to fill-in the ASR form for any unusual occurrences in order to provide useful information for the improvement of safety and quality of flight operations. The MOR Table shows all occurrences requiring a mandatory report by the Commander or/and the Company to the certifying Authority and to other National/International Authorities (depending on the case), within 72 hours from the occurrence. Additionally, it is recommended to file an ASR (although is not mandatory) following any SANA (Safety Assessment of National Aircraft) or SAFA (Safety Assessment of Foreign Aircraft) carried out the Local CAA which highlighted some Non-Conformities. It is advisable to report the category of Non-Conformities and their reasons. M.O.R. - Occurrences which require a mandatory occurrence report to the Authority NOTE 1: Although the list is quite comprehensive, it may not include all reportable occurrences. Any occurrences, which are judged by those involved to meet the criteria, should also be reported. NOTE 2: The list does not include accidents. NOTE 3: Occurrences to be reported are those where the safety of operation was or could have been endangered or which could have led to an unsafe condition. If in the view of the reporter an occurrence did not endanger the safety of the operation but if repeated in different, but likely circumstances, would create a hazard, then a report should be made. 11 - HANDLING OF ACCIDENTS AND OCCURRENCES
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NOTE 4:
A 11 10 30 May 10
Specific operational approvals (e.g. RVSM, ETOPS, RNAV, etc.) may have specific reporting requirements for failures or malfunctions associated with that approval or programme.
The list contains examples of occurrences to be reported in the following areas: Aircraft Flight Operations; Aircraft Technical; and Ground Services. NOTE: Occurrences in the Aircraft Maintenance and Repair and Air Navigation Services and Facilities are NOT included in the list since they are specific of other organisations. NOTE: Shadowed occurrences are those that can be categorised, partially or totally, as Serious Incidents.
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A 11 11 30 May 10
11.6.1 AIRCRAFT FLIGHT OPERATIONS 11.6.1.1 Operation of the Aircraft Avoidance manoeuvres, such as: risk of collision with another aircraft, terrain or other object or an unsafe situation when avoidance action would have been appropriate; an avoidance manoeuvre required to avoid a collision with another aircraft, terrain or other object; an avoidance manoeuvre to avoid other unsafe situations. Take-off or landing incidents, includi ng precautionar y or forced landings . Incidents such as: under-shooting, overrunning or running off the side of runways; Take-offs, rejected take-offs, landings or attempted landings on a closed, occupied or incorrect runway; Runway incursions. Inability to achieve predicted performance during take-off or initial climb. Critically lo w fuel q uantity or inabilit y to transfer fuel or use total quantit y of usable fuel. Loss of control (including partial or temporary) regardless of cause. Occurrences close to or abo ve V1 resul ting from or produci ng a h azardous or potentially hazardous situation. Such as: rejected take-off, tail strike, engine-power loss or other similar occurrences. Go around producing a hazardous or potentially hazardous situation. Unintentional significant deviation from (more than 300 ft) regardless of cause. Descent b elow decision height/altitude without the required visual reference. airspeed, intended track or altitude
3 4 5
7 8
9 10
or minimum descent height/altitude
Loss of position awareness relative to actual position or to other aircraft. 11 - HANDLING OF ACCIDENTS AND OCCURRENCES
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11 12 13 14 15 16 17 18 19 20 21
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Breakdown in com munication betw een fli ght crew (CRM) or betw een flight crew and other parties (cabin crew, ATC, engineering). Heavy landing = a landing deemed to require a 'heavy landing check'. Exceedance of fuel imbalance limits Incorrect setting of an SSR (IFF) code or of an altimeter subscale. Incorrect programming of, or erroneous entries into, equipment used for navigation or performance calculations, or use of incorrect data. Incorrect receipt or interpretation of radio-telephony messages. Fuel sy stem malfunctions or defects, and/or distribution. which had an effect on fuel suppl y
Aircraft unintentionally departing from a paved surface. Collision bet ween a n aircraft and any ot her aircraft, vehicle or other ground object. Inadvertent and/or incorrect operation of any controls. Inability t o achieve the intended aircra ft configuration for any flight phase (e.g. landing gear and gear doors, flaps, stabilisers, slats etc.). A hazard or potential hazard w hich arises as a co nsequence of any deliberate simulation of failure conditions for tr aining, s ystem checks or training purposes. Abnormal vibration. Operation of an y pr imary w arning sy stem associated w ith manoeuvring the aircraft, such as: Configuration warning, stall warning (stick shaker), over-speed warning etc. unless: the crew conclusively established that the indication was false and provided that the false warning did not result in difficulty or hazard arising from the crew response to the warning; or operated for training or test purposes. GPWS (TAWS) Warning when:
22 23
24
25
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A 11 13 30 May 10
the aircraft comes into closer proximity to the ground than had been planned or anticipated; or the warning is experienced in instrument meteorological conditions or at night and is established as having been triggered by a high rate of descent (mode 1); or the warning results from failure to select landing gear or landing flaps by the appropriate point on the approach (mode 4); or any difficulty or hazard arises or might have arisen as a result of crew response to the 'warning', such as possible reduced separation from other traffic. This could include warning of any mode or type (either genuine, nuisance or false).
GPWS/TAWS Alert w hen any difficulty or hazard ar ises or might have arisen as a result of crew response to the Alert ACAS RAs Jet or prop blast incidents resulting in significant damage or serious injury. 11.6.1.2 Emergencies 29 Fire, explosion, smoke or toxic or extinguished. noxious fumes, even though fires w ere
30
The use of any non- standard procedure by the flight or cabin cre w to deal with an emergency when: the procedure exists but is not used; the procedure does not exist; the procedure exists but is incomplete or inappropriate; the procedure is incorrect; the incorrect procedure is used Inadequacy of an y procedur es design ed to be used in an emer gency. including when being used for maintenance, training or test purposes. An occurrence leading to an emergency evacuation. Depressurisation. The use o f an y emergency eq uipment or prescribed emergency procedures in order to deal with a situation.
31 32 33 34
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A 11 14 30 May 10
35
An occurr ence leading to the declarat ion of an emergency (MAYDAY or PAN PAN). Failure of any emergency system or equipment, such as: Including all exit doors and lighting, to perform satisfactorily. Including when being used for maintenance, training or test purposes. Occurrences requiring any use of emergency oxygen by any crew member.
36
37
11.6.1.3 Crew Incapacitation Incapacitation of any m ember of the fli ght crew, including that w hich occurs prior to departure if it is consider ed that it could have res ulted in incapacitation after take-off. Incapacitation of any m ember of the cabin cre w w hich renders them unabl e to perform essential emergency duties.
38
39
11.6.1.4 Injury Occurrences, w hich have or could h ave led to significant injury to passengers or crew but which are not considered reportable as an accident.
40
11.6.1.5 Meteorology 41 42 43 44 45 A lightning strike w hich resulted in damage to the aircraft or loss or malfunction of any essential service. A hail strike which resulted in damage to the aircraft or loss or malfunction of any essential service Severe tur bulence encounter, an encou nter resulting in injur y to occu pants or deemed to require a 'turbulence check' of the aircraft. A windshear encounter. Icing encounter resulting in handling di fficulties, damage to the aircraft or loss or malfunction of any essential service.
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11.6.1.6 Security 46 47 48
A 11 15 30 May 10
Unlawful interference with the aircraft including a bomb threat or hijack. Difficulty in controlling intoxicated, violent or unruly passengers. Discovery of a stowaway.
11.6.1.7 Other Occurrences 49 50 51 52 Repetitive instances of a specific type of occurrence which in isolation would not be considered reportable but w hich due to the frequency w ith w hich they arise, form a potential hazard. A bird strike w hich resulted in damage to the aircra ft or loss or malfun ction of any essential service. Wake-turbulence encounters. Any other occurren ce of an y t ype con sidered to have endan gered or w hich might have endan gered the aircraft or its occupants on b oard the aircraft or on the ground.
11.6.2 AIRCRAFT TECHNICAL 11.6.2.1 Structural Not all structural failures need to be reported. Engineering judgment is required to decide whether a failure is serious enough to be reported. The following examples can be taken into consideration: Damage to a principal structural elem ent (PSE) that has not been designate d as damag e-tolerant life-limited elem ent. PSEs are those w hich contribute significantly to carr ying flight, ground and pressurisation loads, and the failure of which could result in a catastrophic failure of the aircraft; Defect or damage exceed ing admissible damages to a PSE that has been designated as damage-tolerant; Damage to or defect exceeding allow ed tolerances of a structural element , the failure of w hich could red uce the st ructural stiffness to such an extent that the required flutter, divergence or control reversal margins are no longer achieved; Damage t o or defect of a structural element, w hich could result in the liberation of items of mass that may injure occupants of the aircraft;
53
54
55
56
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A 11 16 30 May 10
Damage t o or defect of a structural element, w hich could jeopardise proper operation of systems. Loss of any part of the aircraft structure in flight.
11.6.2.2 Systems The following general criteria, relating to any systems, shall be applied: (1) Loss, significant malfunction or defect of any system, subsystem or set of equipment, when standard operating procedures, drills etc. could not be satisfactorily accomplished; (2) inability of the crew to control the system for example: uncommanded actions; incorrect and/or incomplete response, including limitation of movement or stiffness, runaway; mechanical disconnection or failure. (3) Failure or malfunction of the exclusive function(s) of the system (one system could integrate several functions); (4) Interference within or between systems; (5) failure or malfunction of the protection device or emergency system associated with the system; (6) Loss of redundancy of the system; (7) Any occurrence resulting from unforeseen behaviour of a system; (8) For aircraft types with single main systems, subsystems or sets of equipment: loss, significant malfunction or defect in any main system, subsystem or set of equipment; (9) For aircraft types with multiple independent main systems, subsystems or sets of equipment: the loss, significant malfunction or defect of more than one main system, subsystem or set of equipment; (10) Operation of any primary warning system associated with aircraft systems or equipment unless the crew conclusively established that the indication was false, provided that the false warning did not result in difficulty or hazard arising from the crew response to the warning; (11) Leakage of hydraulic fluids, fuel, oil or other fluids which resulted in a fire hazard or possible hazardous contamination of aircraft structure, systems or equipment, or risk to occupants; (12) Malfunction or defect of any indication system when this results in the possibility of misleading indications to the crew. (13) Any failure, malfunction or defect if it occurs at a critical phase of the flight and is relevant to the system operation; (14) Significant shortfall of the actual performances compared to the approved performance which resulted in a hazardous situation (taking into account the accuracy of the performance-calculation method) including braking action, fuel consumption etc. (15) Asymmetry of flight controls; e.g. flaps, slats, spoilers etc.
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A 11 17 30 May 10
11.6.2.2.1 Air conditioning/ventilation 59 60 Complete loss of avionics cooling Depressurisation
11.6.2.2.2 Auto-Flight 61 62 63 64 Failure of the auto-flight system to achieve the intended operation while engaged Significant reported crew difficulty to control the aircraft linked to auto-flight system functioning Failure of any auto-flight system disconnect device Uncommanded auto-flight mode change.
11.6.2.2.3 Communications 65 66 Failure or defect of passenger address system resulting in loss of or inaudible passenger address Total loss of communication in flight.
11.6.2.2.4 Electrical 67 68 69 Loss of one electrical distribution system (AC/DC) Total loss or loss of more than one electrical system Failure of the back up (emergency) electrical generation system
11.6.2.2.5 Cockpit/Cabin/Cargo 70 Pilot seat control loss during flight 11 - HANDLING OF ACCIDENTS AND OCCURRENCES
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71 72
A 11 18 30 May 10
Failure of any emergency system or equipment, including emergency evacuation signaling system, all exit doors, emergency lighting, etc. Loss of retention capability of the cargo loading system
11.6.2.2.6 Fire Protection 73 74 75 Fire warnings, except those immediately confirmed as false Undetected failure or defect of fire/s moke detection/protection sy stem, which could lead to loss or reduced fire detection/protection Absence of warning in case of actual fire or smoke
11.6.2.2.7 Flight Controls 76 77 78 79 80 81 Asymmetry of flaps, slats, spoilers, etc. Limitation of movement, stiffness or poor or delayed response in the operation of primary flight control systems or their associated tab and lock systems Flight control surface runaway Flight control surface vibration felt by the crew Mechanical flight control disconnection or failure Significant interference with normal control of the aircraft or degradation of flying qualities
11.6.2.2.8 Fuel 82 83 84 Fuel quantity indicating system malfunction resulting in total loss or wrong indication of fuel quantity on board Leakage of fuel which resulted in major loss, fire hazard, significant contamination Malfunction or defects of the fuel jettisoning system which resulted in inadvertent loss of significant quantity, fire hazard, hazardous contamination of aircraft equipment or inability to jettison fuel 11 - HANDLING OF ACCIDENTS AND OCCURRENCES
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85 86
A 11 19 30 May 10
Fuel system malfunctions or defects which had a significant effect on fuel supply and/or distribution Inability to transfer or use total quantity of usable fuel
11.6.2.2.9 Hydraulics 87 88 89 90 91 Loss of one hydraulic system (ETOPS only) Failure of the isolation system Loss of more than one hydraulic circuit Failure of the back-up hydraulic system Inadvertent ram air turbine extension
11.6.2.2.10 Ice Detection/Protection 92 93 94 95 96 Undetected loss or reduced performance of the anti-ice/de-ice system Loss of more than one of the probe-heating systems Inability to obtain symmetrical wing de-icing Abnormal ice accumulation leading to significant effects on performance or handling qualities Crew vision significantly affected
11.6.2.2.11 Indicating/ Warning/Recording 97 98 99 Malfunction or defect of any indicating system when the possibility of significant misleading indications to the crew could result in an inappropriate crew action on an essential system Loss of a red warning function on a system Loss or malfunction of more than one display unit or computer involved in the display/warning function
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A 11 20 30 May 10
11.6.2.2.12 Landing Gear/Brakes/Tires 100 101 102 103 104 105 Brake fire Significant loss of braking action Asymmetrical braking action leading to significant path deviation Failure of the landing gear free fall extension system (including during scheduled tests) Unwanted landing gear or gear doors extension/retraction Multiple tire burst
11.6.2.2.13 Navigation (including precision approach system)/Air Data 106 107 108 109 110 111 Total loss or multiple navigation equipment failures Total or multiple air data system equipment failures Significant misleading indications Significant navigation errors attributed to incorrect data or a database coding error Unexpected deviations in lateral or vertical path not caused by pilot input Problems with ground navigational facilities leading to significant navigation errors not associated with transitions from inertial navigation mode to radio navigation mode
11.6.2.2.14 Oxygen 112 113 Loss of oxygen supply in the cockpit Loss of oxygen supply to a significant number of passengers (more than 10 %), including when found during maintenance or training or test purposes
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11.6.2.2.15 Bleed Air 114 115 116
A 11 21 30 May 10
Hot bleed air leak resulting in fire warning or structural damage Loss of all bleed air systems Failure of bleed air leak detection system
11.6.2.2.16 Propulsion/Auxiliary Power Unit (APU) 117 118 Flameout, shut down or malfunction of any engine. Overspeed or inab ility to control th e speed o f an y' high-speed rotating component (for example: APU, air sta rter, air c ycle machine, air turbine motor). Failure or malfunction of any part of an engine or pow erplant resulting i n anyone or more of the following: non-containment of components/debris; uncontrolled internal or external fire, or hot gas breakout; thrust in a direction different from that demanded by the pilot; thrust-reversing system failing to operate or operating inadvertently; inability to control power, thrust or rpm; failure of the engine mount structure; partial or complete loss of a major part of the power-plant; dense visible fumes or concentrations of toxic products sufficient to incapacitate crew or passengers; inability, by use of normal procedures, to shutdown an engine; inability to restart a serviceable engine. An uncommanded thrust/power loss, change or oscillation which is classified as a loss of thrust (or power) control (LOTC): ( not applicable ) for a single-engine aircraft; or where it is considered excessive for the application; or where this could affect more than one engine in a multi-engine aircraft, particularly in the case of a twin engine aircraft; or for a multi-engine aircraft where the same, or similar, engine type is used in an application where the occurrence would be considered hazardous or critical. Any defect in a life- controlled part cau sing its w ithdrawal before com pletion of its full life 11 - HANDLING OF ACCIDENTS AND OCCURRENCES
119
120
121
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122
Defects of common origin w hich could cause an in-flight shut-dow n rate so high that there is the possibility of more than one engine be ing shut down on the same flight An engin e limiter or control device operating inadvertently Exceedance of engine parameters FOD resulting in damage Shut down or failure w hen the APU is required to be available by operational requirements, e.g. ETOPS, MEL Inability to shut down the APU APU Overspeed Inability to start the APU when needed for operational reasons failing to operate w hen requi red or
123 124 125 126 127 128 129
11.6.2.3 Human Factors Any incid ent w here an y f eature or inad equacy of the aircraft design could have led to an error of use that could contribute to a hazardous or catastrophic effect
130
11.6.2.4 Other Occurrences An occurrence not normall y considered as reportable (e.g ., furnishing and cabin equ ipment, water syst ems), w here the circumstances resul ted in endangering the aircraft or its occupants A fire, explosion, smoke or toxic or noxious fumes Any other occurrence w hich could endange r the aircraft, or affect the safet y of the occupants of the aircraft, or people or propert y in the vicinity of the aircraft or on the ground Failure or defect of passeng er addr ess sy stem resulting in loss of, or inaudible, passenger address system Loss of pilot seat control during flight
131 132 133 134 135
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11.6.3 GROUND SERVICES 11.6.3.1 Aerodrome and aerodrome facilities 136 Significant spillage during fuelling operations Loading of incorrect fuel quantities likel y to have a significant effect on aircraft endurance, performance, balance or structural strength
137
11.6.3.2 Handling of passengers, baggage and cargo 138 139 140 141 142 Significant contamination of aircraft structure, systems and equ arising from the carriage of baggage or cargo Incorrect loading of passen gers, ba ggage or cargo, likel significant effect on aircraft mass and/or balance ipment
y to have a
Incorrect stowage of baggage or cargo (including hand baggage) likely in any way to endanger t he aircraft, its equi pment or occupants or to i mpede emergency evacuation Inadequate stowage of cargo containers or other substantial items of cargo Carriage or attempted carria ge of dangerous goods in contravention of applicable regulations, including incorrect labelling and packaging of dangerous goods
11.6.3.3 Aircraft ground handling and servicing Failure, malfunction or defect of groun d equipment used for the tes ting or checking of aircraft sy stems and eq uipment when the required routine inspection and test procedures did not clearl y identify the problem, w here this results in a hazardous situation Non-compliance or significant errors in procedures Loading of contaminated or incorrect ty (including oxygen and potable water) compliance w ith re quired ser vicing
143
144
145
pe of fuel or other essential fluids
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11.7 USE OF SAFETY REPORTS/FORMS The ASR form is used for Mandatory occurrences reports (MORs). All mandatory ASRs shall be signed by the Commander. For those raised by other Crew members, the Commander has to sign as an acknowledgment of the report. The ASR form is divided into sections to facilitate the compilation. Any communications or report made by the Commander to Authorities, or ATC units, must be reported on the ASR. To report MOR occurrences, the ASR form must be filled in and sent via fax to MXP OPS (+39 0331 211349) not beyond 12 hours from the event, so that it may be reviewed, and if included in the cases stated in ACJ-20-X-8, a MANDATORY OCCURRENCE REPORT (MOR) shall be raised and filed with the ENAC within 72 hour deadline. If internet is available, an ASR can be sent also using the Air Italy digital ASR Form. In this case, the ASR has to be sent to the following Safety Manager e-mail address: enrico.cavallotti@airitaly.it Only one MOR will be issued and sent to ENAC per event and in case of Reportable Occurrences in Aircraft Technical area (see paragraph 11.6.2) the Captain entry on the TLB has to be intended as: a notification to the CAMO PH; a confirmation that an ASR will be filled as well.
CAUTION: The Aeroplane Technical Log Book remains the reporting and working document for the technical department. Filing an ASR does not relieve the crew from entering the necessary/due technical remarks in the Aeroplane TLB (e.g. Bird Strike, Dangerous Goods spillage in cargo hold, hard landing etc.). Ground Occurrences involve the compilation by Engineering of the proper Air Italy Ground Incident Report Form. 11.7.1 REPORTING RESPONSIBILITY Safety-Related occurrences lays on every crew. Such responsibility commences with the acceptance of the aircraft for flight and ceases on completion of the Aircraft Technical Flight Logbook at the end of consecutive duty sectors. Ground and Technical/Maintenance Crew responsibility for reporting exists at all times. The Commander must always be aware and sign the formal report (raised while he was responsible for the flight) to the Company. 11.8 RISK ASSESSMENT The reports reaching Flight Safety are subject to: a) occurrence analysis; b) gathering of information related to the occurrence; c) occurrence classification; d) evaluation of the global recurrence probability and the consequent potential severity (magnitudo) with the purpose of the identification and assignment of actions of improvement. Periodically, the information gained are selected and evaluated to get indication of trends, in order to identify and quantify critical areas and to issue recommendations, if any, to the responsible operational bodies and to monitor the effects of actions implemented on the base of formerly issued recommendations. The risk level of each occurrence (Weighing) is attributed by the Reporting System function and is periodically reviewed. 11 - HANDLING OF ACCIDENTS AND OCCURRENCES
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The weighing is achieved by the combined evaluation of the likelihood of recurrence and of the severity (magnitudo) of the consequences the occurrence can produce. The qualitative terms of such matrix are translated into numerical terms in order to represent the statistical trends. It is important to NOTE that it is considered more serious an occurrence which, although unlikely, can produce severe consequences, than a highly probable occurrence with no significant consequences. 11.9 REPORTING TO THE AUTHORITY The Legislative Decree n 213/06, European Regulation 8/2008,, ENAC Circular GEN-01, APT 01-A and D.L. n 66/99 all give the Operator the responsibility to communicate accidents and incidents to the competent Authority/Organisation. Furthermore, ICAO regulate the reporting of specific occurrences to ATC bodies. The report of safety occurrences (as defined above) to the designated Authority do not replace (but integrate) the obbligation of reporting derived from other National/EU Regulations and laws. The responsibility of reporting is assigned to the Commander of the flight and/or to the Operator as follows. 11.9.1 ACCIDENTS AND SERIOUS INCIDENTS As soon as the Company becomes aware of any Accident/Serious Incident involving own aeroplanes, it shall ensure that all concerned Authorities (including any other organization required by the Italian CAA/ENAC to be informed) are notified by the quickest means available and, in the case of accidents only, at least before the aeroplane is moved, unless exceptional circumstances prevent this. The most important concerned Authorities/Organisations are: ENAC Direzione Operazioni Milano; ENAC Direzione Centrale Regolazione Tecnica; The Italian Agenzia Nazionale Sicurezza del Volo (ANSV); FAA/NTSB USA; Boeing; The Italian Consular Authority, if the occurrence occurred abroad; The Aviation Autority and Investigation Board of the State were the occurrence occurred. Besides, the Commander must submit a written report to the Authority on any Accident/Serious Incident while he was in command of the flight which caused the serious injury or death of any person on board, or caused serious damage to the aeroplane or to a third party. 11.9.2 INCIDENTS MORs: Following the prompt reporting (via ASR) of the Commander of the flight, the Company forwards the report to the Authority within 72 hours from the occurrence, unless exceptional circumstances prevent this. 11.10 ADDITIONAL SPECIF REPORTS 11.10.1 ATC INCIDENTS/POTENTIAL HAZARDOUS CONDITIONS The Commander, as soon as possible, must inform via radiotelephony the concerned ATC unit of any incident occurring in flight such as Air Prox, irregularities of ground facilities or navigation systems, weather phenomena, volcanic ash clouds, high cosmic radiation level. Following the prompt reporting (ASR) of the Commander of the flight, the Company will forward the report to the concerned ATS Agency. 11 - HANDLING OF ACCIDENTS AND OCCURRENCES
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A 11 26 30 May 10
An AIRPROX report must be filed whenever a pilot considers that the aircraft may have been endangered during flight by the proximity of another aircraft to the extent that a risk of collision existed. The initial report by radio to the ATC unit, with which the aircraft is in communication at the time, shall be as follows: (a) AIRPROX report (b) Position at the time of the incident (c) Time of incident (d) Altitude/flight level (e) Heading (a) Weather conditions If it is not possible to report the incident by radio, a report should be made by telephone or fax to any ATC unit immediately after landing. The ASR may be used to deal with such report, and submitted, since normally official action arising from radio or telephone reports may cease if the confirmatory report is not received. 11.10.1.1 Procedures following incidents in foreign airspace In the occurrence that an incident occurs in foreign-controlled airspace, an initial radio report should be transmitted to the appropriate Air Traffic Control Centre. The report must then be confirmed by submission of an ASR. NOTE: In U.S.-controlled airspace it is advisable to use the term NEAR MIDAIR COLLISION when making the initial report. Many other States continue to recognise the term AIRMISS. 11.10.2 BIRD HAZARD & STRIKE The Commander shall immediately inform the concerned ATC unit in case of Bird Hazard/Strike and must also fill in the ASR, which will be distributed, by Company responsible department, according to the ENAC Circular APT 01-A. 11.10.3 IN-FLIGHT EMERGENCIES WHEN DANGEROUS GOODS ARE CARRIED In case of Accidents and/or Incidents involving Dangerous Goods the specific Form 573 DANGEROUS GOODS OCCURRENCE REPORT (refer to Appendix C this Manual) will be filed together with an ASR. 11.10.4 UNLAWF UL INTERFERENCE (B OMB ABOARD THRE AT, HIJACKING, DANGEROUS OR DISRUPTIVE PASSENGERS) The Commander, or the Company on his absence, shall forward (as soon as possible and if requested) a report to local Authority, Aeronautical Authority and, if the occurrence occurred abroad, also to the concerned Consulate (see also Chapter 10 this Manual) and must also fill in the ASR.
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Index 12 RULES OF THE AIR ...................................................................................................... 1 12.1 RULES OF THE AIR - INTRODUCTION.................................................................. 1 12.1.1 Territorial Application .......................................................................................... 1 12.1.2 Necessary Information for Flight Crew................................................................ 1 12.1.3 Responsibility for Compliance with the Rules of the Air...................................... 2 12.1.3.1 Responsibility on Pilot In-Command ............................................................. 2 12.1.3.2 Pre-flight Action ............................................................................................ 2 12.1.3.3 Authority of the Pilot-In-Command................................................................ 2 12.1.4 Use of Psychoactive Substances........................................................................ 2 12.1.5 Protection of Persons & Property Negligent of Reckless Operational of Aircraft ................................................................................................................ 2 12.1.5.1 Operation of Controls.................................................................................... 2 12.1.5.2 Minimum Heights .......................................................................................... 2 12.1.5.3 Cruising Levels ............................................................................................. 2 12.1.5.4 Dropping or Spraying.................................................................................... 3 12.1.5.5 Towing .......................................................................................................... 3 12.1.5.6 Prohibited Areas and Restriction Areas ........................................................ 3 12.1.5.7 Avoidance of Collisions................................................................................. 3 12.1.5.8 Proximity ....................................................................................................... 3 12.1.5.9 Right-of-Way................................................................................................. 3 12.1.5.9.1 Approaching Head-On ............................................................................ 3 12.1.5.9.2 Converging ............................................................................................. 3 12.1.5.9.3 Overtaking .............................................................................................. 3 12.1.5.10 Declaration of Emergencies........................................................................ 4 12.1.5.11 Engine Failure in Flight ............................................................................... 4 12.1.5.12 Landing ....................................................................................................... 4 12.1.5.12.1 Emergency Landing .............................................................................. 4 12.1.5.13 Taking-off.................................................................................................... 4 12.1.5.14 Surface movement of Aircraft ..................................................................... 5 12.1.5.15 Lights to be Displayed by Aircraft ............................................................... 5 12.1.6 Simulated Instrument Flights .............................................................................. 5 12.1.7 Practice of Emergencies in Flight ....................................................................... 5 12.1.7.1 Operation On and In the Vicinity of an Aerodrome ....................................... 6 12.1.7.2 ATS Flight Plans ........................................................................................... 6 12.1.7.2.1 Changes to a Flight Plan......................................................................... 6 12.1.7.2.2 Closing a Flight Plan ............................................................................... 6 12.1.7.3 Signals .......................................................................................................... 7 12.1.7.4 Time System................................................................................................. 7 12.1.7.5 Air Traffic Control Service ............................................................................. 7 12.1.7.5.1 Air Traffic Control Clearances................................................................. 7 12.1.7.5.2 Potential Re-Clearance in Flight ............................................................. 7 12.1.7.5.3 Adherence to Flight Plan......................................................................... 8 12.1.7.5.4 Inadvertent Changes .............................................................................. 8 12.1.7.5.5 Intended Changes .................................................................................. 8 12.1.7.5.6 Weather Deterioration below VMC ......................................................... 9 12.1.7.5.7 Position Reports ..................................................................................... 9 12.1.7.5.8 Termination of Control .......................................................................... 10 12.1.7.6 Communications ......................................................................................... 10 12.1.7.6.1 Requirement for Listening Watch.......................................................... 10 12 - RULES OF THE AIR
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12.1.7.6.2 1Wearing of Headset............................................................................ 10 12.1.7.6.3 Communication Failure ........................................................................ 10 12.1.7.7 Unlawful Interference ................................................................................. 11 12.1.7.8 Interception ................................................................................................ 11 12.1.8 Visual Flight Rules (VFR) ................................................................................. 14 12.1.8.1 Special VFR within CTR............................................................................. 16 12.1.9 Instrument Flight Rules (IFR) ........................................................................... 16 12.1.9.1 Aircraft Equipment...................................................................................... 16 12.1.9.2 Minimum Levels ......................................................................................... 16 12.1.9.3 Change from IFR Flight to VFR Flight ........................................................ 17 12.1.9.4 Rules Applicable for IFR Flights within Controlled Airspace....................... 17 12.1.9.5 Rules Applicable to IFR Flights outside Controlled Airspace...................... 17 12.1.9.5.1 Cruising Levels..................................................................................... 17 12.1.9.5.2 Table of Cruising Levels....................................................................... 17 12.1.9.5.3 Communications .................................................................................. 19 12.1.9.5.4 Positions Reports ................................................................................. 19 12.1.9.5.5 IFR Flights within Advisory Airspace .................................................... 19 12.1.10 Signals ........................................................................................................... 19 12.1.11 Use of headset ............................................................................................... 19
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12.1 RULES OF THE AIR - INTRODUCTION This chapter represents an excerpt of the most important regulations presented under the ICAO Annex 2. Furthermore, the Operations Manual, part C, Aerad/ Jeppesen Airway Manual, at Chapter Air Traffic Control, also presents an excerpt of Annex 2 plus the deviations from Annex 2 applicable for the individual countries (national variants). It must be noted that some of the changes may have a considerable impact on flight planning or flight operations in certain countries (e.g. metric altitudes in some east European countries). 12.1.1 Territorial Application The Rules of the Air shall apply to aircraft bearing the nationality and registration marks of a contracting State, wherever they may be, to the extent that they do not conflict with the rules published by the state having jurisdiction over the territory over-flown. NOTE. The Council of the international Civil Aviation Organisation resolved, in adopting Annex 2 in April 1948 and Amendment 1 to the said Annex in November 1951, that the Annex constitutes Rules relating to the flight and manoeuvre of aircraft within the meaning of Article 12 of the convention. Over the high seas, therefore, these rules apply without exception. If, and so long as, a Contracting State has not notified the International Civil Aviation Organisation to the contrary, it shall be deemed, as regards aircraft of its registration, to have agreed as follows: For purposes of flight over those parts of the high seas where a Contracting State has accepted, pursuant to a regional air navigation agreement, the responsibility of providing air traffic services, the appropriate ATS authority referred to in this annex is the relevant authority designed by the State responsible for providing those services. NOTE. The phrase regional air navigation agreement refers to an agreement approved by the Council if ICAO normally on the advice of a Regional Air Navigation Meeting. 12.1.2 Necessary Information for Flight Crew The attention of flight crew is drawn to the ATC and Emergency Sections of the Route Manual (OM part C) which are designed to provide pilots with ICAO Standards and Recommended Practices and Procedures for international operations. In addition, on a State-by-State basis, flight procedures, unique to a State or different from the published ICAO rules and procedures, are included. Flight crew are required, in particular, to familiarise themselves with the following: A. Visual and Instrument Flight Rules; B. Communication Procedures including COM-Failure procedures; C. Information and instructions relating to the interception of civil aircraft; D. signals, E. ATC clearances, adherence to flight plan and position reports; F. visual signals used to warn an unauthorised aircraft flying in or about to enter a prohibited, restricted or danger area; G. procedures for pilots observing an accident or receiving a distress call; H. the ground/air visual signals for use by survivors of an accident; I. distress and urgency calls. 12 - RULES OF THE AIR
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12.1.3 Responsibility for Compliance with the Rules of the Air 12.1.3.1 Responsibility on Pilot In-Command The Pilot-in-Command (PIC) of an aircraft shall, be responsible for the operation of the aircraft in accordance with the rules of the air, except that the Pilot-in-Command may depart from these rules in circumstances that render such departure absolutely necessary in the interests of safety. 12.1.3.2 Pre-flight Action Before beginning a flight, the Pilot-in-Command of an aircraft shall become familiar with all available information appropriate to the intended operation. Pre-flight action for flights away from the vicinity of an aerodrome, and for all IFR flights, shall include a careful study of available current weather reports and forecasts, taking into consideration fuel requirements and an alternative course of action if the flight cannot be completed as planned. 12.1.3.3 Authority of the Pilot-In-Command The Pilot-In-Command shall have final authority as to the disposition of the aircraft while in command. 12.1.4 Use of Psychoactive Substances No person whose function is critical to the safety of aviation (navigators, maintenance personnel and others) shall undertake that function while under the influence of any psychoactive substance, which impairs human performance. The above mentioned personnel must not habitually use substances which cause a direct hazard to the user or endangers the lives, health or welfare of others and/or causes or worsens an occupational, social, mental or physical problems or disorders (see point 6.1. Consumption of Alcohol by Crew Member). NOTE: The psychoactive substances referred to include alcohol, derivatives of opium and of cannabis indica, sedatives and hypnotics, cocaine, other psychostimulants, hallucinogens, and volatile solvents (coffee and tobacco are excluded). 12.1.5 Protection of Persons & Pro perty Negligent of Reckless Operational of Aircraft An aircraft shall not be operated in a negligent of reckless manner so as to endanger life or property of others. 12.1.5.1 Operation of Controls No person other than a pilot employed by the Operator may be permitted to operate the controls while the aircraft is in flight. 12.1.5.2 Minimum Heights Except when necessary for take-off landing, or except by permission from the appropriate authority, aircraft shall not be flown over the congested areas of cities, towns or settlements or over an open-air assembly of persons, unless at such a height as will permit, in the event of an emergency arising a landing to be made without any hazard to persons or property on the surface (see point 8.1.1. - Minimum Flight Altitudes). 12.1.5.3 Cruising Levels The cruising levels at which a flight or a portion of a flight is to be conducted shall be in terms of: A. flight levels, for flights at or above the lowest usable flight level or, where applicable, above the transition altitude; 12 - RULES OF THE AIR
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B. altitudes, for flights below the lowest usable flight level or, where applicable, at or below the transition altitude. 12.1.5.4 Dropping or Spraying Nothing shall be dropped or sprayed form an aircraft in flight except under conditions prescribed by the appropriate authority and as indicated by the relevant information, advice and/or clearance from the appropriate air traffic services unit. 12.1.5.5 Towing No aircraft by other object shall be towed by an aircraft, except in accordance with requirements prescribed by the appropriate authority and as indicated by relevant information, advice and/or clearance from the appropriate air traffic services unit. 12.1.5.6 Prohibited Areas and Restriction Areas Aircraft shall not be flown in a prohibited area, on in a restricted area, the particulars of which have been duly published, except in accordance with the conditions of restrictions or by permission of the State over whose territory the areas are established. 12.1.5.7 Avoidance of Collisions It is important that vigilance for the purpose of detecting potential collisions be not relaxed on board an aircraft in flight, regardless of the type of flight or the class of airspace in which the aircraft is operating, and while operating on the movement area of an aerodrome. 12.1.5.8 Proximity A. An aircraft shall not be operated in such proximity to other aircraft as to create a collision hazard. B. Aircraft shall not be flown in formation except by pre-arrangement. 12.1.5.9 Right-of-Way The aircraft that has the right of-way shall maintain his heading and speed, but nothing in these rules shall relieve the pilot-in-command of an aircraft from the responsibility of taking such action as will best avert collision. An Aircraft that is obliged by the following rules to keep out of the way of another shall avoid passing over, under or in front to the other, unless it passes well clear and takes into account the effect of aircraft wake turbulence. 12.1.5.9.1 Approaching Head-On When two aircraft are approaching head-on or approximately so and there is danger of collision, each shall alter its heading to the right. 12.1.5.9.2 Converging When two aircraft are converging at approximately the same level, the aircraft that has the other on its right shall give way, except as follows: A. power-driven heavier-than-air aircraft shall give way to airships gliders and balloons; B. airships shall give way to gliders and balloons; C. gliders shall give way to balloons; D. power-driven aircraft shall give way to aircraft which are seen to be towing other aircraft or objects. 12.1.5.9.3 Overtaking An overtaking aircraft is an aircraft that approaches another from the rear on a line forming an angle of less than 70 with the plane of the symmetry of the latter, i.e. is in such a positions with reference to the other aircraft that at night it should be unable to see either of the aircrafts left (port) or right (starboard) navigation lights. 12 - RULES OF THE AIR
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An Aircraft that is being overtaken has the right-of-way and the overtaking aircraft, whether climbing, descending or in horizontal flight, shall keep out of the way of the other aircraft by altering its heading to the right, and no subsequent change in the relative positions of the two aircraft shall absolve the overtaking aircraft from this obligation until it is entirely past and clear. 12.1.5.10 Declaration of Emergencies If an unusual situation develops in flight which might involve an abnormal risk during landing the Commander must either declare an emergency if the situation warrants it or advise ATC of the problem as soon as possible. Preoccupation with remedial action must not allow the declaration of an emergency or a request for assistance to be overlooked or delayed. Airport fire and rescue services may need to be supplemented from local resources, and there is obvious advantage in giving the maximum warning notice. The earliest possible notification to ATC should be given, i.e. on first contact with the ATS unit in whose area the destination aerodrome is located. Standing down the emergency services is a much simpler operation than arranging a full turnout without much warning. 12.1.5.11 Engine Failure in Flight Following an engine failure on a three-engine or four-engine aircraft in-flight, the Commander may continue flight beyond the nearest suitable aerodrome if, having assessed the potential consequences of a further engine failure en route and taking account of all other significant factors, he is satisfied that it is as safe to continue as to divert. Whenever the Commander exercises this discretion and does not land at the earliest safe opportunity, the reason for the decision must be recorded in his subsequent Occurrence Report. Following an engine failure on a twin-engines aircraft in flight, the requirement is that the aircraft be landed at the earliest safe opportunity. In the event of an engine failure on any aircraft on take-off, the flight should be discontinued and the aircraft landed back at the airfield of departure, or the return alternate if applicable. 12.1.5.12 Landing An aircraft in flight, or operating on the ground or water, shall give way to aircraft landing or in the final stages of an approach to land. When two or more heavier than-air aircraft are approaching an aerodrome for the purpose of landing, aircraft at the higher level shall give way to aircraft at the lower level, but the latter shall not take advantage of this rule to cut in front of another which is in the final stages of an approach which is in the final stages of an approach to land, or to overtake that aircraft. Nevertheless, power-driven heavier-than-air aircraft shall give way to gliders. 12.1.5.12.1 Emergency Landing An aircraft that is aware that another is compelled to land shall give way to that aircraft. 12.1.5.13 Taking-off An aircraft taxiing on the manoeuvring area of an aerodrome shall give way to aircraft taking off or about to Take-Off.
OPERATIONS MANUAL
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GENERAL BASIC
12 RULES OF THE AIR
A 12 5 30 May 10
12.1.5.14 Surface movement of Aircraft In case of danger of collision between two aircraft taxiing on the movement area of an aerodrome the following shall apply: A. when two aircraft are approaching head on, or approximately so, each shall stop or where practicable alter its course to the right so as to keep well clear; B. when two aircraft are on a converging course, the one which has the other on its right shall give way; C. an aircraft which is being overtaken by another aircraft shall have the right-of-way and the overtaking aircraft shall keep well clear of the other aircraft. An aircraft taxiing on the manoeuvring area shall stop and hold at all taxi-holding positions unless otherwise authorised by the aerodrome control tower. An aircraft taxiing on the manoeuvring area shall stop and hold at all lighted stop bars and may proceed further when the lights are switched off. 12.1.5.15 Lights to be Displayed by Aircraft From sunset to sunrise or during any other period which may be prescribed by the appropriate Authority all aircraft in-flight shall display: A. anti-collision lights intended to attract attention to the aircraft; B. navigation lights intended to indicate the relative path of the aircraft to an observer; other lights shall not be displayed if they are likely to be mistaken for these lights. From sunset to sunrise or during any other period described by the appropriate Authority: a. all aircraft moving on the movement area of an aerodrome shall display navigation lights intended to indicate the relative path of the aircraft to an observer and other lights shall not be displayed if they are likely to be mistaken for these lights; b. unless stationary and otherwise adequately illuminated, all aircraft on the movement area of an aerodrome shall display lights intended to indicate the extremities of their structure; c. all aircraft operating on the movement area of an aerodrome shall display lights intended to attract attention to the aircraft; and d. all aircraft on the movement area of an aerodrome whose engines are running shall display lights which indicate that fact. Regardless of the daytime, all aircraft on the movement area shall operate the anticollision light prior starting the engines until the engines are switched off and the NAV light on whenever there is electrical power on the aircraft. 12.1.6 Simulated Instrument Flights An aircraft shall not be flown under simulated instrument flight conditions unless: A. fully functioning dual controls are installed in the aircraft; B. a qualified pilot occupies a control seat to act as safety pilot for the person who is flying under simulated instrument conditions. The safety pilot shall have adequate vision forward and to each side of the aircraft, or a competent observer in communication with the safety pilot shall occupy a position in the aircraft from which the observers field of vision adequately supplements that of the safety pilot. 12.1.7 Practice of Emergencies in Flight Practising abnormal procedures or manoeuvres during normal operation is prohibited. Engines must not be shut down or engine failure simulated or any system or equipment rendered inoperative and there must be no simulation of IMC by artificial means, even when passengers or freight are not being carried. The practice of emergency procedures is restricted to the simulator and to specifically authorised training flights. 12 - RULES OF THE AIR
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12.1.7.1 Operation On and In the Vicinity of an Aerodrome An aircraft operated on or in the vicinity of an aerodrome shall, whether or not within an aerodrome traffic zone: A. observe other aerodrome traffic for the purpose of avoiding collision; B. conform with or avoid the pattern of traffic formed by other aircraft in operation; C. make all turns to the left, when approaching for a landing and after taking off, unless otherwise instructed; D. land and take off into the wind unless safety, the runway configuration or air traffic considerations determine that a different direction is preferable. 12.1.7.2 ATS Flight Plans Annex 2 specifies the principles for filing an ATS flight plan as well as requirements when an ATS flight plan shall be submitted. The point 8.1.9. (ATS Flight Plan) requires, that - regardless of Annex 2 - an ATS flight plan must always be filed, except as for local VFR flights. The local AIP specifies the details applicable for that country concerned, this is why the relevant requirements are only reproduced in parts. 12.1.7.2.1 Changes to a Flight Plan All changes to a flight plan submitted for an IFR flight, or a VFR flight operated as a controlled flight, shall be reported as soon as practicable to the appropriate air traffic services unit. For other VFR flights, significant changes to a flight plan shall be reported as soon as practicable to the appropriate air traffic services unit. NOTE. Information submitted to departure regarding fuel endurance or total number of persons carried on board, if incorrect at time of departure, constitutes a significant change to the flight plan and as such must be reported. Procedures for submission of changes to repetitive flight plans are contained in the PANSRAC, part II (DOC 4444). 12.1.7.2.2 Closing a Flight Plan Unless otherwise prescribed by the appropriate ATS authority, a report of arrival shall be made either in person or by radio at the earliest possible moment after landing, to the appropriate air traffic services unit at the arrival aerodrome, by any flight for which a flight plan has been submitted covering the entire flight or the remaining portion of a flight to the destination aerodrome. When a flight plan has been submitted only a respect of a portion of a flight, other than the remaining portion of a flight to destination, it shall, when required, be closed by an appropriate report to the relevant air traffic services unit. When no air traffic services unit exists at the arrival aerodrome, the arrival report, when required, shall be made as soon as practicable after landing and by the quickest means available to the nearest air traffic services unit. When communication facilities at the arrival aerodrome are known to be inadequate and alternate arrangements for the handling of arrival reports on the ground are not available, the following action shall be taken; immediately prior to landing the aircraft shall, if practicable, transmit by radio to an appropriate air traffic services unit, a message comparable to an arrival report, where such a report is required.Normally, this transmission shall be made to the aeronautical station serving the air traffic services unit in charge of the flight information region in which the aircraft is operated. Arrival reports made by aircraft shall contain the following elements of information: 12 - RULES OF THE AIR
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A. aircraft identification; B. departure aerodrome; C. destination aerodrome (only in the case of a diversionary landing); D. arrival aerodrome; E. time of arrival. NOTE. Whenever an arrival report is required, failure to comply with these provisions may cause serious disruption in the air traffic services and incur great expense in carrying out unnecessary search and rescue operations. 12.1.7.3 Signals Upon observing or receiving any of the signals given at point 12.6. (Signals), aircraft shall take such action as may be required by the interpretation of the signal given at point 12.6. (Signals). The signals of point 12.6. (Signals) shall, when used, have the meaning indicated therein. They shall be used only for the purpose indicated and no other signals likely to be confused with them shall be used. 12.1.7.4 Time System Co-ordinated Universal Time (UTC) shall be used in all company operations and shall be expressed in hours and minutes of the 24-hour day beginning at midnight. A time check shall be obtained prior to operating a controlled flight and at such other times during the flight as may be necessary. NOTE. Such time check is normally obtained from an air traffic services unit unless other arrangements have been made by the operator or by the appropriate ATS authority. 12.1.7.5 Air Traffic Control Service Air Traffic Service must be used for all flights whenever available. 12.1.7.5.1 Air Traffic Control Clearances An air traffic control clearance shall be obtained prior to operating a controlled flight, or a portion of a flight as a controlled flight. Such clearance shall be requested through the submission of a flight plan to an air traffic control unit. NOTE. A flight play may cover only part of a flight, as necessary, to describe that portion of the flight or those manoeuvres which are subject to air traffic control. A clearance may cover part of a current flight plan, as indicated in a clearance limit or by reference to specific manoeuvres such as taxiing, landing or taking off If an air traffic control clearance is not satisfactory to a commander of an aircraft, the commander may request and, if practicable, will be issued an amended clearance. Whenever an aircraft has requested a clearance involving priority, a report explaining the necessity for such priority shall be submitted, if requested by the appropriate air traffic control unit. 12.1.7.5.2 Potential Re-Clearance in Flight If prior to departure it is anticipated that depending on fuel endurance and subject to reclearance in flight, a decision may be taken to proceed to a revised destination aerodrome, the appropriate air traffic control units shall be so notified by the insertion in the flight plan of information concerning the revised route (where known) and the revised destination. NOTE. 12 - RULES OF THE AIR
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The intent of this provision is to facilitate a re-clearance to a revised destination, normally beyond the filed destination aerodrome. Caution: Some States do not allow certain aerodromes to be nominated as provisional destinations. An aircraft operated on a controlled aerodrome shall not taxi on the manoeuvring area without clearance from the aerodrome control tower and shall comply with any instructions given by that unit. 12.1.7.5.3 Adherence to Flight Plan Except as provided in Inadvertent Changes and in Weather Deterioration Below VMC paragraphs, an aircraft shall adhere to the current flight plan or the applicable portion of a current flight plan submitted for a controlled flight unless a request for a change has been made and clearance obtained from the appropriate air traffic control unit, or unless an emergency situation arises which necessitates immediate action by the aircraft, in which event as soon as circumstances permit, after such emergency authority is exercised, the appropriate air traffic services unit shall be notified of the action taken and that this action has been taken under emergency authority. Unless otherwise authorised or directed by the appropriate air traffic control unit, controlled flights shall, in so far as practicable: A. when on an established ATS route, operate along the defined centreline of that route; or B. when on any other route, operate directly between the navigation facilities an/or points defining that route. Subject to the overriding requirement at point A. above, an aircraft operating along an ATS route segment defined by reference to very high frequency omni-directional radio ranges shall change over for its primary navigation guidance from the facility behind the aircraft to that ahead of it as, or as close as operationally feasible to, the change-over point, where established. Deviation from the requirements at point A. and point B. above shall be notified to the appropriate air traffic services unit. 12.1.7.5.4 Inadvertent Changes In the event that a controlled flight inadvertently deviates from its current flight plan, the following action shall be taken. A. Deviation from Track. If the aircraft is off track, action shall be taken forthwith to adjust the heading of the aircraft to regain track as soon as practicable. B. Variation in True Airspeed. If the average true airspeed at cruising level between reporting points varies or is expected to vary by plus or minus 5% of the true airspeed, from that given in the flight plan, the appropriate air traffic services unit shall be so informed. C. Change in Time Estimate. If the time estimate for the next applicable reporting point, flight information region boundary or destination aerodrome, whichever comes first, is found to be in error in excess of three minutes from that notified to air traffic services, or such other period of time as is prescribed by the appropriate ATS authority or on the basis of air navigation regional agreements, a revised estimated time shall be notified as soon as possible to the appropriate air traffic services unit. 12.1.7.5.5 Intended Changes Requests for flight plan changes shall include information as indicated hereunder. 12 - RULES OF THE AIR
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A. Change of Cruising Level. Aircraft identification. Requested new cruising level and cruising speed at this level. Revised time estimates (when applicable) at subsequent flight information region boundaries. B. Change of Route. a. Destination Unchanged. Aircraft identifications. Flight rules. Description of new route of flight including related flight plan data beginning with the position from which requested change of route is to commence. revised time estimates. Any other pertinent information. b. Destination Changed. Aircraft identification. Flight rules. Description of revised route of flight to revised destination aerodrome including related flight plan data, beginning with the position from which requested change of route is to commence. Revised time estimates. Alternate aerodrome(s). Any other pertinent information. 12.1.7.5.6 Weather Deterioration below VMC When it becomes evident that flight in VMC in accordance with its current flight plan will not be practicable, VFR flight operated as a controlled flight shall: A. request an amended clearance enabling the aircraft to continue in VMC to destination or to an alternative aerodrome, or to leave the airspace within which an ATC clearance is required; or B. if no clearance in accordance with point A. above can be obtained, continue to operate in VMC and notify the appropriate ATC unit of the action being taken either to leave the airspace concerned or to land at the nearest suitable aerodrome; or C. if operated within a control zone, request authorisation to operate as a special VFR flight; or D. request clearance to operate in accordance with the instrument flight rules. 12.1.7.5.7 Position Reports Unless exempted by the appropriate ATS authority or by the appropriate air traffic services unit under conditions specified by that authority, a controlled flight shall report to the appropriate air traffic services unit, as soon as possible, the time and level of passing each designated compulsory reporting point, together with any other required information. Position reports shall similarly be made in relations to additional points when requested by the appropriate air traffic services unit. In the absence of designated reporting points, position reports shall be made at intervals prescribed by the appropriate ATS authority or specified by the appropriate air traffic services unit.
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12.1.7.5.8 Termination of Control A controlled flight shall, except when landing at a controlled aerodrome, advise the appropriate ATC unit as soon as it ceases to be subject to air traffic control service. 12.1.7.6 Communications 12.1.7.6.1 Requirement for Listening Watch A continuous radio listening watch must be maintained throughout all flights, even when operating outside controlled airspace, unless either one of the following conditions applies: A. permission has been given by the appropriate ATS station to discontinue radio watch; B. SELCAL is in use; C. use of defective radio equipment might endanger the safety of the flight. When an aircraft operating under the instrument flight rules is flown in or encounters visual meteorological conditions it shall not cancel its IFR flight unless it is anticipated, are intended, that the flight will be continued for a reasonable period of time in uninterrupted visual meteorological conditions. 12.1.7.6.2 1Wearing of Headset Refer to appropriate section of this manual for regulations 12.1.7.6.3 Communication Failure If a radio failure precludes compliance with point 12.1.7.6.1 above, the aircraft shall comply with the radio-communication failure procedures of Annex 10, Volume II, and with such of the following procedures as are appropriate. In addition, the aircraft, when forming part of the aerodrome traffic at a controlled aerodrome, shall keep a watch for such instructions as may be issued by visual signals. NOTE. State variations to the ICAO Basic Procedures are specified in the Route Manual, section EMERGENCY. If in visual meteorological conditions the aircraft shall: A. continue to fly in visual meteorological conditions; B. land at the nearest suitable aerodrome: and C. report its arrival by the most expeditious means to the appropriate air traffic control unit. If in IMC or when weather conditions are such that it does not appear feasible to complete the flight in accordance with the above points, the aircraft shall: a. proceed according to the current flight plan to the appropriate designated navigation and serving the destination aerodrome, and, when required to ensure compliance with point b. below, hold over this aid until commencement of descent; b. commence descent from the navigation aid specified at point a. above at, or as close as possible to, the expected approach time last received and acknowledged or, if no expected approach time has been received and acknowledged, at, or as close as possible to, the estimated time of arrival resulting from the current flight plan; c. complete a normal instrument approach procedure as specified for the designated navigation aid; and d. land, if possible, within thirty minutes after the estimated time of arrival specified at point b. above or the last acknowledged expected approach time, whichever is later.
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12.1.7.7 Unlawful Interference An aircraft which is being subjected to unlawful interference shall endeavour to notify the appropriate ATS unit of this fact, any significant circumstances associated there-with and any deviation from the current flight plan necessitated by the circumstances, in order to enable the ATS unit to give priority to the aircraft and to minimise conflict with other aircraft. 12.1.7.8 Interception NOTE. The word interception in this context does not include intercept and escort service provided, on request, to an aircraft in distress, in accordance with the Search and Rescue Manual (DOC 7333). Interception of civil aircraft shall be governed by appropriate regulations and administrative directives issued by Contracting States in compliance with the Convention of International Civil Aviation, and in particular Article 3(d) under which Contracting States undertake, when issuing regulations for their State Aircraft, to have due regard for the safety of navigation of civil aircraft. The Pilot-In-Command of a civil aircraft, when intercepted, shall interpret and respond to visual signals specified in the table on next page.
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SIGNALs INITIATED by INTERCEPTING Aircraft and RESPONSEs by INTERCEPTED Aircraft Series INTERCEPTING Aircraft Meaning INTERCEPTED Aircraft Meaning Signals Responds You Have DAY OR NIGHT- Rocking aircraft, Understood. 1 DAY OR NIGHT- Rocking Will comply been flashing navigational lights at Aircraft and flashing navigational intercepted. irregular interval and following. lights at irregular intervals (and Follow me. Note: landing lights in the case of a Additional action required to be helicopter) from position slightly taken by intercepted aircraft is above and ahead of, and prescribed at point 12.3.8 normally to the left of, the intercepted aircraft or to the right if the intercepted aircraft (or to the right if the intercepted aircraft is a helicopter) and, after acknowledgement, a slow level turn normally to the left (or to the right in case of an helicopter) on the desired heading. Note 1: Meteorological conditions or terrain may require the intercepting aircraft to reverse the positions and direction of turn given above in Series 1. Note 2: In the intercepted aircraft is not able to keep pace with the intercepting aircraft, the latter is expected to fly a series of racetrack patterns and to rock the aircraft each time it passes the intercepted aircraft You May DAY OR NIGHT- Rocking the Understood. 2 Day or Night- At abrupt breakproceed. aircraft Will comply away manoeuvre from the intercepted aircraft consisting of a climbing turn of 90 degrees or more without crossing the line of flight of the intercepted aircraft 3 Day or Night - Lowering landing Land at this DAY OR NIGHT- Lowering landing Understood. Will comply. Aerodrome gear, (if fitted), showing steady gear (if fitted) showing steady landing lights and following the landing lights and over-flying intercepting aircraft and, if overrunway in use, or if the flying the runway in use or intercepted aircraft is a helicopter landing area, landing is helicopter, over-lying the considered safe, proceeding to helicopter landing area. In the land case of helicopters, the intercepting helicopter makes a landing approach coming to hover near to the landing area.
SIGNALs for USE in the EVENT of INTERCEPTION
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Actions by Intercepted Aircraft. An aircraft which is intercepted by another aircraft shall immediately: A. follow the instructions given by the intercepting aircraft, interpreting and responding to visual signals of the table below; B. notify, if possible, the appropriate air traffic services unit; C. attempt to establish radio communication with the intercepting aircraft or with the appropriate intercept control unit, by making a general call on the emergency frequency 121.5 MHz giving the identity of the intercepted aircraft and the nature of the flight; and if no contact has been established and if practicable, repeating this call on the emergency frequency 243 MHz; D. if equipped with SSR transponder select Mode A, Code 7700, unless otherwise unstructured by the appropriate air traffic services unit. If any instructions received by radio from any sources conflict with those given by the intercepting aircraft by visual signals, the intercepted aircraft shall request immediate clarification while continuing to comply with the visual instructions given by the intercepting aircraft. If any instruction received by radio from any sources conflict with those given by the intercepting aircraft by radio, the intercepted aircraft shall request immediate clarification while continuing to comply with the radio instructions given by the intercepting aircraft.
SIGNALs initiated by INTERCEPTING Aircraft and RESPONSEs by INTERCEPTED Aircraft INTERCEPTED Aircraft Series INTERCEPTING Aircraft Signals Meaning Meaning Responds Day or Night- If it is disagreed that the DAY or Night Raising landing intercepted aircraft follow gear (if fitted) and flashing landing the intercepting aircraft an light while passing over runway in alternate aerodrome, the use or helicopter landing area at a intercepting aircraft raises height exceeding 300m (1000 ft) its landing gear (if fitted) but not exceeding 600m (2000 ft) Aerodrome Understood, and uses the Series 1 you have (in the case of a helicopter, at a 4 follow me height exceeding 50m(179 ft) but designated is signals prescribed for intercepting aircraft. inadequate. not exceeding 100m (330ft)) It is decided to release the above the aerodrome level, and intercepted aircraft, the continuing to circle runway in use intercepting aircraft uses or helicopter landing area. If the Series 2 signals unable to flash landing lights, prescribed for intercepting flash any other lights available aircraft. DAY OR NIGHT- Regular DAY or Night- Use Series 2 switching on and of all available Cannot Understood 5 signals prescribed for lights but in such a manner as to Comply intercepting aircraft. be distinct from flashing lights DAY or NIGHT- Use Series DAY OR NIGHT- Irregular 6 In distress 2 signals prescribed for Understood flashing of all available lights. intercepting aircraft
Radio-communication during Interception. If radio contact is established during interception but communication in a common language is not possible, attempts shall be made to convey instructions,acknowledgement of instructions and essential information by using the 12 - RULES OF THE AIR
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phrases and pronunciations as published in the Route Manual (RM), Emergency Section, Interception Phraseologies, and transmitting each phrase twice:
INTERCEPTION PHRASEOLOGIEs Phrases for use by INTERCEPTING Aircraft Phrases for use by INTERCEPTED Aircraft Pronunciation Meaning Phrase Pronunciation Meaning Phrase (1) Whats your CALL SIGN My Call Sign KOL SA-IN CALL SIGN KOL SA-IN call sign? (call sing) (2) (call sing) Understood FOLLOW FOL-LO Follow me WILCO VILL-KO will comply Descend for Unable to DESCEND DE-SEND CAN NOT KANN NOTT landing comply Land at this Repeat your YOU LAND YOULAAND REPEAT REE-PEET aerodrome instruction Position AM LOST AM LOSST unknown MAYDAY MAYDAY I am in distress I have been HIJACK (3) HIJACK You May hijacked PROCEED PRO-SEED proceed I request to LAND LAAND land at (place (place name) (place name) name) I require DESCEND DE-SEND descent
NOTE In the pronunciation column syllables to be emphasised are bold/underlined. The call sign required to be given is that used in radiotelephony communications with air traffic services units and corresponding to the aircraft identification in the flight plan. Circumstances may not always permit, or make desirable, the use of the phrase Hijack. 12.1.8 Visual Flight Rules (VFR) Except when operating as a special VFR flight, VFR flights shall be conducted so that the aircraft is flown in conditions of visibility and distance from clouds equal to or greater than those specified in table below. Except when a clearance is obtained from an air traffic control unit, VFR flights shall not take off or land at an aerodrome within a control zone, or enter the aerodrome traffic zone or traffic pattern: I. when the ceiling is less than 450 m (1,500 ft); or II. when the ground visibility is less than 5 Km. VFR flights between sunset and sunrise, or such other period between sunset and sunrise as may be prescribed by the appropriate ATS authority, shall be operated in accordance with the conditions prescribed by such authority. Unless authorised by the appropriate ATS authority, VFR flights shall not be operated: i. above FL 200 (see national variants); ii. at transonic and supersonic speeds. 12 - RULES OF THE AIR
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Distance from cloud Flight Visibility
FG At and below 900 Above 900 m (3000 ft) AMSL or m (3000 ft) or 300 m (1000 ft) above above 300 m terrain, whichever (1000 ft) above terrain whichever is the higher is the higher Clear of Cloud 1500 m horizontally Clear of cloud and 300 m (1000 ft) vertically in sight of the surface 8 Km at and above 3050 m (10,000 ft) AMSL 5 Km (*) 5 Km below 3050 m (10,000 ft) AMSL
CDE
When the height of the Transition Altitude is lower than 3,050 m (10,000 ft) AMSL, FL 100 should be used in lieu of 10,000 ft. (*) When so prescribed by the appropriate ATS authority: A. lower flight visibility to 1,500 m may be permitted for flights operating: a. at speeds that, in the prevailing visibility, will give adequate opportunity to observe other traffic or any obstacles in time to avoid collision; or b. In circumstances in which the probability of encounters with other traffic would normally be low, e.g. in areas of low volume traffic and for aerial work at low levels. B. Helicopters may be permitted to operate in less than 1,500 m flight visibility, if manoeuvred at a speed that will give adequate opportunity to observe other traffic or any obstacles in time to avoid collision. Except when necessary for take-off or landing, or except by permission from the appropriate authority, a VFR flight shall not be flown: A. over the congested area of cities, towns or settlements or over an open-air assembly of persons at a height less than 300 m (1,000 ft) above the highest obstacle within a radius of 600 m from the aircraft; B. elsewhere than as specified at point A. above, at a height less than 150 m (500 ft) above the ground of water. Except where otherwise indicated in air traffic control clearances or specified by the appropriate ATS authority, VFR flights in level cruising flight when operated above 900 m (300 ft) from the ground of water, or a higher datum as specified by the appropriate ATS Authority, shall be conducted at a flight level appropriate to the track as specified in the table of cruising levels. A VFR flight operation within or into areas or along routes, designated by the appropriate ATS authority (e.g. controlled VFR flights) shall maintain continuous listening watch on the appropriate radio frequency of, and report its position as necessary to the air traffic services unit providing flight information service. An aircraft operated in accordance with the visual flight rules which wishes to change to compliance with the instrument flight rules shall: A. If a flight plan was submitted, communicate the necessary changes to be effected to its current flight plan, or B. when so required, submit a flight plan to the appropriate air traffic services unit and obtain a clearance prior to proceeding IFR when in controlled airspace.
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12.1.8.1 Special VFR within CTR In meteorological conditions below VMC when traffic conditions permit, special VFR flights may be authorised: During day hours; During night hours only for the users authorised to operate in VFR during night time; subject to the approval of the Unit providing the Approach Control Service and in accordance with the provision shown below. On the pilots request, authorisation for Special VFR may given individually to aircraft: To enter a control zone for the purpose of landing; To take-off for the purpose of departing from the control zone or operating within the control zone. The visibility and ceiling requirement for Special VFR are: At least 1500 m. ground visibility for fixed wing aircraft operation if taking off or landing. On aerodromes where more than one visibility observation is available, the ground visibility to be considered for Special VFR operations shall be the lowest visibility observed; At least 1500 m. flight visibility for fixed wing operating within the control zone. Ceiling not below an height enabling the pilot to remain under the clouds and in sight of surface in accordance with the minimum height for VFR flights or in accordance with any other minimum heights when so defined locally by the appropriate authorities and published in AIP-Italia, RAC 4. Between Special VFR flights and between Special VFR and IFR flights the standard separation will be applied unless: Particular separation minima based on the use of corridors, routes, visual reporting and holding points (VRP) are applicable both between Special VFR flights and between Special VFR and IFR flights, provided that these separations are provided by the appropriate ATS Authority in co-ordination with the user; It is possible to reduce separation minima in the vicinity of the aerodromes in accordance with DOC 4444, part IV, para 1. 12.1.9 Instrument Flight Rules (IFR) 12.1.9.1 Aircraft Equipment Aircraft shall be equipped with suitable instruments and with navigation equipment appropriate to the route to be flown. 12.1.9.2 Minimum Levels Except when necessary for take-off or landing or except when specifically authorised by the appropriate authority, an IFR flight shall be flown at a level which is not below the minimum flight altitude established by the State whose territory is over-flown, or, where no such minimum flight altitude has been established: A. over high terrain or in mountainous areas, at a level which is at least 600m (2,000ft) above the highest obstacle located within 8 Km of the estimated position of the aircraft; B. elsewhere than as specified at point A. above, at a level which is at least 300m (1,000ft) above the highest obstacle located within 8 Km of the estimated position of the aircraft. NOTE. The estimated position of the aircraft will take account of the navigational accuracy which can be achieved on the relevant route segment, having regard to the navigational facilities available on the ground and in the aircraft. 12 - RULES OF THE AIR
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12.1.9.3 Change from IFR Flight to VFR Flight An aircraft electing to change the conduct of its flight from compliance with the instrument flight rules to compliance with the visual flight rules shall, if a flight plan was submitted, notify the appropriate air traffic services unit specifically that the IFR flight is cancelled and communicate there to changes to be made to its current flight plan. 12.1.9.4 Rules Applicable for IFR Flights within Controlled Airspace IFR flights shall comply with the provisions of point 12.3.6. (Air Traffic Control Service) when operated in controlled airspace. An IFR flight operating in cruising flight in controlled airspace shall be flown at a cruising level, or, if authorised to employ cruise climb techniques, between two levels or above a level, selected from: A. a level included in the the table of cruising levels; B. a modified table of cruising levels, when so prescribed, for flight above FL 290, except that the correlation of levels to track prescribed therein shall not apply whenever otherwise indicated in air traffic control clearances or specified by the appropriate ATS authority in Aeronautical Publications. 12.1.9.5 Rules Applicable to IFR Flights outside Controlled Airspace 12.1.9.5.1 Cruising Levels An IFR Flight operating in level cruising flight outside controlled airspace shall be flown at a cruising level appropriate to its track, selected between: A. a level included in the table of cruising levels (cfr para 12.1.9.5.2), except when otherwise specified by the appropriate ATS authority for flight at or below 900 m (3,000 ft) above mean sea level; B. a modified cruising level when so prescribed for flight above FL 290 (cfr para 12.1.9.5.2). 12.1.9.5.2 Table of Cruising Levels IFR flights cruising in controlled airspace shall be flown at a level, (or, in the case of cruiseclimb techniques, between two levels or above a level), selected from the following tables. The semi-circular levels given in the table may not be applied by ATC units in controlled airspace. In this case the cruise levels applicable are given in the AP, in navigation charts, or as ATC assigned clearances. Note 1: Magnetic track (grid track in the polar regions at latitudes higher than 70 or where established, in those regions, by the appropriate authorities). Note 2 : On the basis of regional air navigation agreements, semicircular sectors can be oriented from 090 to 269 and from 270 to 089 and are prescribed to accommodate predominant traffic directions, in which case appropriate procedures are given for the transition from one system to the other. Note 3 : Flight level (FL) for flights at or above lowest usable flight level or where applicable, above the transition altitude. Altitudes for flight below the lowest usable flight level or, where applicable, at or below the transition altitude. Note 4: With minimum vertical separation between aircraft on the track of 2000 ft. (600 m) above FL 290.
OPERATIONS MANUAL
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GENERAL BASIC
12 RULES OF THE AIR
A 12 18 30 May 10
In areas where a vertical separation of 1000 ft.. (RVSM) between FL 290 and FL 410, the relevant part of the table is modified as follows:
OPERATIONS MANUAL
air italy
GENERAL BASIC
12 RULES OF THE AIR
A 12 19 30 May 10
12.1.9.5.3 Communications An IFR flight operating outside controlled airspace but within or into areas, or along rules, designated by the appropriate ATS authority, shall maintain a listening watch on the appropriate radio frequency and establish two-way communication, as necessary, with the Air Traffic Services Unit providing Flight Information Service. 12.1.9.5.4 Positions Reports An IFR flight operating outside controlled airspace is required by the appropriate ATS authority to: submit a flight plan; maintain a listening watch on the appropriate radio frequency and establish two-way communication, as necessary, with the air traffic services unit providing flight information service shall report position as specified for controlled flights. 12.1.9.5.5 IFR Flights within Advisory Airspace Aircraft electing to use the air traffic advisory service while operating under IFR within specified advisory airspace shall comply with the rules outlined in para 12.1.7.5 above, except that the Flight Plan and changes thereof are not subjected to clearance and that two-way communication will be maintained with the unit providing the air traffic advisory service. 12.1.10 Signals Distress and Emergency signals are described in the OM Part C, Aerad/Jeppesen, Airway Manual. 12.1.11 Use of headset Each flight crew member required to be on flight deck duty shall wear the headset with boom microphone and use it as the primary device to listen to the voice communications with Air Traffic Services in following circumstances: on the ground when receiving the ATC departure clearance via voice communication, on the ground when engines are running, in flight below transition altitude or 10,000 feet, whichever is higher, and whenever deemed necessary by the commander. In the conditions above, the boom microphone or equivalent shall be in a position which permits its use for two- way radio communications.
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GENERAL BASIC
12 RULES OF THE AIR
A 12 20 30 May 10
INTENTIONALLY LEFT BLAN
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OPERATIONS MANUAL
GENERAL BASIC 13 LEASING
A 13.1 i 16 Jul 08
Index 13 Leasing............................................................................................................................ 1 13.1 lEASING ................................................................................................................... 1 13.1.1 Terminology ....................................................................................................... 1 13.1.1.1 Dry lease ..................................................................................................... 1 13.1.1.2 Wet lease .................................................................................................... 1 13.1.1.3 JAA operator ............................................................................................... 1 13.1.2 Leasing of aeroplanes between JAA operators ................................................. 1 13.1.2.1 Wet lease-out. ............................................................................................. 1 13.1.2.2 All leases except wet lease-out ................................................................... 1 13.1.2.3 Leasing of aeroplanes between a JAA operator and any entity other than a JAA operator ............................................................................................................. 1 13.1.3 Leasing procedure ............................................................................................. 3
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A 13.1 ii 16 Jul 08
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OPERATIONS MANUAL
A 13.1 1 16 Jul 08
13 LEASING Air Italy ensures that when operates commercial flights as lessor or as lessee will operate according the following: 13.1 LEASING 13.1.1 Terminology Terms used in this paragraph have the following 13.1.1.1 Dry lease Is when the aeroplane is operated under the AOC of the lessee. 13.1.1.2 Wet lease Is when the aeroplane is operated under the AOC of the lessor. 13.1.1.3 EU operator An operator certificated under EU-OPS Part 1 by one of the EU Member States. 13.1.2 Leasing of aeroplanes between EU operators 13.1.2.1 Wet lease-out. A EU operator providing an aeroplane and complete crew to another EU operator, and retaining all the functions and responsibilities prescribed in Subpart C, shall remain the operator of the aeroplane. 13.1.2.2 All leases except wet lease-out (i) Except as provided by subparagraph (b)(l) above, a Air Italy utilising an aeroplane from, or providing it to, another EU operator, must obtain prior approval for the operation from his respective Authority. Any conditions which are part of this approval must be included in the lease agreement. (ii) Those elements of lease agreements which are approved by the Authority, other than lease agreements in which an aeroplane and complete crew are involved and no transfer of functions and responsibilities is intended, are all to be regarded, with respect to the leased aeroplane, as variations of the AOC under which the flights will be operated. 13.1.2.3 Leasing of aeroplanes between a EU operator and any entity other than a EU operator (1) Dry lease-in (i) Air Italy shall not dry lease-in an aeroplane from an entity other than a JAA operator, unless approved by the Authority. Any conditions which are part of this approval must be included in the lease agreement. (ii) Air Italy shall ensure that, with regard to aeroplanes that are dry leased-in, any differences from the requirements prescribed in Subparts K, L, and/or JAR-26, are notified to and are acceptable to the Authority. In case of Dry lease In the Flight operation Post Holder will perform following procedure: Analyze the A/C Analyze training programs and STD availability 13 - LEASING
air italy
OPERATIONS MANUAL
A 13.1 2 16 Jul 08
Collect and analyze new A/C manuals and amend Company Operations Manual Amend applicable point of Lista di rispondenza EU OPS 1 Exchange information with other Company Dept. and prepare a program to be approved by the QAS and the Authority Instruct NTO/OCC for preparation of Take Off analysis, Data for the Operational Flight Plan and other operational issue Instruct Crewing Dept /OCC and Other Company Dept to create a new Fleet Dept dedicated to the new type (if not operated yet). For additional information refer to QAS QM Chapter 17 (2) Wet lease-in (i) Air Italy shall not wet lease-in an aeroplane from an entity other than a EU operator without the approval of the Authority. (ii) Air Italy shall ensure that, with regard to aeroplanes that are wet leased-in :(A) The safety standards of the lessor with respect to maintenance and operation are equivalent to EU OPS; and (B) The lessor is an operator holding an AOC issued by a State which is a signatory to the Chicago Convention: (C) The aeroplane has a standard Certificate of Airworthiness issued in accordance with ICAO Annex 8. Standard Certificates of Airworthiness issued by a JAA Member State other than the State responsible for issuing the AOC, will be accepted without further showing when issued in accordance with PART-21; and (D) Any JAA requirement made applicable by the lessees Authority is complied with. (3) Dry lease-out Air Italy may dry lease-out an aeroplane for the purpose of commercial air transportation to any operator of a State which is signatory to the Chicago Convention provided that the following conditions are met: (A) The Authority has exempted the EU operator from the relevant provisions of EUOPS Part 1 and, after the foreign regulatory authority has accepted responsibility in writing for surveillance of the maintenance and operation of the aeroplane(s), has removed the aeroplane from its AOC; and (B) The aeroplane is maintained according to an approved maintenance programme. (4) Wet lease-out. Air Italy providing an aeroplane and complete crew to another entity and retaining all the functions and responsibilities prescribed in Subpart C, shall remain the operator of the aeroplane. In case of wet lease out for long period (more than 5 days), Air Italy will analyze that all aspects related to the flight safety and ground operations. These will be coordinated and checked by quality dept. In particular the following should be evaluated and audited in advance: Airport operational topics Handler effectiveness Fuel quality and fuel supplier Maintenance (if available) Crew accommodation Security All the above should be assessed in advance by qualified personnel. In case of limited time, the appropriate evaluation will be carried out on occasion of first flight. 13 - LEASING
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OPERATIONS MANUAL
A 13.1 3 16 Jul 08
13.1.3 Leasing procedure Italian Civil Aviation Authority (Enac), has produced additional requirements related to the Leasing of Aircraft. Air Italy has defined in Quality Manual Ch 17 all the procedure related to the leasing of aircraft. As example this procedure request to present a list of foreign carrier that Air Italy intend to use as source of aircraft in case of short term notice need. This list of carrier is reported and kept up to date by Quality Department in Quality Manual Appendix 5 Section B (Doc n QAS-QM-00-001). Quality Dept. is also responsible to send to the Authority any change to the Liste degli operatori stranieri qualificati (List of foreing certified operators); this procedure is finalized to respect the passenger right for a complete and update information. F.O.P.H. has the responsibility to issue an operational report that analyze all the requirement reported in the above stated procedure. For further detail on above procedure please refer to Quality Manual.
13 - LEASING
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A 13.1 4 16 Jul 08
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GENERAL BASIC APPENDIX INTRO
Part App. Page Rev. 5
A Intro i 15 Apr 10
Appendix - A Appendix - B Appendix - C Appendix - D Appendix - E Appendix - F Appendix - G
List of Appendices Terms & abbreviations Hold Over Times Forms Security Search Checklist Bomb Search Checklist Operator Rules and Instructions Non-revenue Flights
APPENDIX INTRO
OPERATIONS MANUAL
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GENERAL BASIC APPENDIX INTRO
A Intro ii 15 Apr 10
APPENDIX INTRO
OPERATIONS MANUAL
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GENERAL BASIC A TERMS & ABBREVIATIONS
A A 1 16 Jul 08
A.1 Terms and Abbreviations

A.1.1 Terms Abortive Start (turbine engines) Means an attempt to start, in which the engine lights up, but fails to accelerate. Note: the handling of the engine is assumed to be in accordance with the instructions laid down by the engine manufacturer to be followed in these circumstances. Accelerate-stop distance available (ASDA) The length of the take-off run available plus the length of stop-way, if such stop-way is declared available by the appropriate Authority and is capable of bearing the mass of the aeroplane under the prevailing operating conditions. Accepted /Acceptable Means not objected to by the Authority as suitable for the purpose intended. Accountable Manager The person acceptable to the Authority who has corporate authority for ensuring that all operations and maintenance activities can be financed and carried out to the standard required by the Authority and any additional requirements defined by the operator. Aerial Work An aircraft operation in which an aircraft is used for specialised services such as agriculture, construction, photography, surveying, observation and patrol, search and rescue, aerial advertisement, etc. Aerodynamic coefficients Means non-dimensional coefficients for aerodynamic forces and moments. Aerodrome A defined area on land or water (including any buildings, installations and equipment) intended to be used either wholly or in part for the arrival, departure and surface movement of aircraft. Aerodrome Operating Minima The limits of usability of an aerodrome for either take-off or landing usually expressed in terms of runway visual range or visibility, decision altitude/height (MDA/MDH) and cloud conditions. Aeroplane An engine-driven fixed-wing aircraft heavier than air, that is supported in flight by the dynamic reaction of the air against its wings. Aeroplane Flight Manual (AFM) A JAA approved document that contains information (limits, procedures, data etc.) required to operate the aeroplane at the level of safety established by the aeroplanes certification basis. Aeroplane Operating Manual (AOM) The AOM is part of the Operations Manual describing in detail the characteristics and operations of the aeroplane and its systems. Air Traffic Control Unit A generic term meaning variously, area control centre, approach control office or aerodrome control tower. App A - TERMS & ABBREVIATIONS
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A A 2 16 Jul 08
Airborne Means antirely supported by aerodynamic forces (EU-25 only) Aircraft Any Machine that can derive support in the atmosphere from the reactions of the air other than the reactions of the air against the earths surface. Aircraft Equipment Articles, other than stores and spare parts of a removable nature, for use on board an aircraft during flight, including first-aid and survival equipment. Aircraft - Type of All aircraft of the same basic design including all modifications there to except those modifications which result in a change of handling or flight characteristics or crew complement. Aircraft Variant As used with respect to the licensing and operation of flight crew, means an aircraft of the same basic certificated type which contain madifications not resulting in significant changes of handling and/or flight characteristic, or flight crew complement, but causing significant changes to equipment and/or procedures. Airframe Means the fuselage, booms, nacelles, cowlings, fairings, aerofoil surfaces (including rotors but excluding propellers and rotating aerofoils of engines), and landing gear of an aircraft and their accessories and controls. Air Operator Certificate (AOC) A certificate authorising an operator to carry out specified commercial air transport operations. Alternate Airport An aerodrome at which an aircraft may land if a landing at the intended airport becomes inadvisable. Air Traffic Incident Air Traffic Incident is used to mean a serious occurrence involving air traffic such as: A. near collision; B. serious difficulty caused by: a. faulty procedures or lack of compliance with applicable procedures, or b. failure of ground facilities. Air traffic incidents are designated and identified as follows: TYPE DESIGNATION Air traffic incident: Incident as point A. above Incident: as point B. or point a. above NEARCOLLISION as point B. or point b. above Incident: PROCEDURAL Incident: FACILITY Applicant Means a person applying for approval of an aircraft or any part thereof. App A - TERMS & ABBREVIATIONS
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A A 3 16 Jul 08
Approved by the Authority Means documented by the Authority as suitable for the purpose intended. Atmosphere, International Standard Means the atmosphere defined in ICAO Document 7488/2. For the purpose of EU the following is acceptable: a. the air is a perfect dry gas; b. the temperature at sea-level is 15 C; c. the pressure at sea-level is 1.013250x105 Pa (29.92 ih Hg) (1013.2 mbar); d. the temperature gradient from sea-level to the altitude at which the temperature becomes -56.5C is 3.25C per 500 m (1.98C/1000ft); e. the density at sea level (), under the above conditions is 1.2250 kg/m3 (0.002378 slugs/ft3). ATS Flight Plan Specified information to Air Traffic Services Units, relative to an intended flight or portion of flight of an aircraft. A. Current ATS Flight Plan. The ATS Flight Plan, including changes, if any, brought about y subsequent clearances. B. Filed ATS Flight Plan. The Flight Plan as filed with an ATS unit by the Pilot or his designated representative, without any subsequent changes. C. Operational Flight Plan. The operators plan for the safe conduct of the flight based on considerations of aircraft performance, other operating for the safe conduct of the flight based on considerations of aircraft performance, other operating limitations and relevant expected conditions on the route to be followed and the aerodrome concerned. D. Repetitive ATS Flight Plan. A flight Plan related to a series of frequently recurring, regularly operated individual flights with identical basic features, submitted by an operator for retention and repetitive use by AT units. Authority The competent body responsible for the safety regulation of Civil Aviation. Auxiliary Power Unit (APU) Means any gas turbine-powered unit delivering rotating shaft power, compressor air, or both which is not intended for direct propulsion of an aircraft. Calibrated Airspeed Means indicated airspeed of an aircraft, corrected for position and instrument error. Calibrated airspeed is equal to true airspeed in standard atmosphere at sea level. Cargo In relation to commercial Air Transportation, any property, including animals and mail, carried by an aircraft other than stores and accompanied baggage. Cabin Crew member (required) A crew member required by EU OPS to be carried on a flight for the purpose of performing duties assigned by the operator or the Commander, in hte interest of the safety of passengers, but who is not a flight crew member. Captain Old terminology for Commander. App A - TERMS & ABBREVIATIONS
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A A 4 16 Jul 08
Cargo Aircraft Any Aircraft, which, in addition to crew members is solely carrying cargo, stores, and crew baggage. Circling The visual phase of an instrument approach to bring an aircraft into position for landing on a runway which is not suitably located for a straight-in approach. Civil Aircraft Means any aircraft on the civil register of a State, other than those which the State treats as being in the service of the State, either permanently or temporarily. Clearway Means, for turbine engine powered aeroplanes certificated after August 29, 1959, an area beyond the runway, not less than 152 m (500 ft) wide, centrally located about the extended centreline of the runway, and under the control of the airport authorities. The clearway is expressed in terms of a clearway plane, extending from the end of the runway with an upward slope not exceeding 1.25%, above which no object or terrain protrudes. However, threshold lights may protrude above the plane if their height above the end of the runway is 0.66 m (26 ins) or less and if they are located to each side of the runway. Commander The Pilot designated by the operator to be in commander of the aircraft. Commercial Aerial Work An aerial work operation for remuneration of hire and/or for which the crew members receive direct compensation, which is of more than a nominal nature, for their services as crew members. Commercial Air Transport Aircraft An aircraft flying or intended by the operator of the aircraft to fly, for the purpose of commercial air transportation. Commercial Air Transportation The transportation by air of passengers, cargo or mail for remuneration or hire. Commercial Air Transport Operation An aircraft operations involving the transport of passengers or cargo for remuneration or hire. Contaminated runway A runway is considered to be contaminated when more than 25% of the runway surface area (whether in isolated areas or not) within the required length and width being used is covered by the following: Surface water more than 3 mm (0, 125 in) deep, or by slush, or loose snow, equivalent to more than 3 mm (0,125 in) of water; Snow which has been compressed into a solid mass which resists further compression and will hold together or break into lumps if picked up (compacted snow); or Ice, including wet ice. Co-Pilot A pilot serving in any piloting capacity other than as pilot-in-command or commander, but excluding a pilot who is on board the aircraft for the sole purpose of receiving flight instruction for a licence or rating. App A - TERMS & ABBREVIATIONS
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A A 5 16 Jul 08
Corporate Aviation An aircraft transport operation of behalf of a company, other than commercial air transportation, in connection with transport of passenger(s) or cargo for a company, or another member of the same group of companies where the crew members receive direct compensation, which is of more than a nominal nature, for their services as crew members. Crew Member A person assigned to perform duty in an aircraft during flight time. Critical phases of flight Critical phases of flight are the take-off run, the take-off flight path, the final approach, the landing, including the landing roll, and any other phases of flight at the discretion of the commander. Damp runway A runway is considered damp when the surface is not dry, but when the moisture on it does not give it a shiny appearance. For performance calculation a damp runway may be considered dry. Dangerous Goods Articles or substances which are capable of posing significant risk to health, safety or property when transported by air which are classified according to EU-OPS. Decision Height With respect to the operation of aircraft , means the wheel height above the runway elevation by which a go-around must be initiated unless adequate visual reference has been established and the aircraft position and approach path have been visually assessed as satisfactory to continue the approach and landing in safety. Destination Alternate An Alternate aerodrome to which an aircraft may proceed should it become impossible pr inadvisable to land at the aerodrome of intended landing. NOTE. The Aerodrome from which a flight departs may also be an en-route or a destination alternate aerodrome for that flight . Detent Means a mechanical arrangement which indicates, by feel, a given position of an operating control. Once the operating control is placed in this position the detent will hold the lever there and an additional-to-normal force will be required to move the operating control away from the position. Dry Operating Mass The total mass of the aeroplane ready for a specific type of operation excluding all usable fuel and traffic load. This mass includes items such as: Crew and crew baggage; Catering and removable passenger service equipment; and Potable water and lavatory chemicals. Dry runway A dry runway is one which is neither wet nor contaminated, and includes those paved runways which have been specially prepared with grooves or porous pavement and maintained to retain effectively dry braking action even when moisture is present. App A - TERMS & ABBREVIATIONS
OPERATIONS MANUAL
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A A 6 16 Jul 08
En-Route Alternate An aerodrome at which an aircraft would be able to land after experiencing an abnormal or emergency condition whilst en-route. Engine Means an engine used or intended to be used for aircraft propulsion. It consists of at least those components and equipment necessary for the functioning and control, but excludes the propeller. Engine Type Means engines which are similar in design (See EU-21) Equivalent airspeed Means the calibrated airspeed of an aircraft corrected for adiabatic compressible flow for the particular altidute. Equivalent airspeed is equal to calibrated airspeed in standard atmosphere at sea level. Equivalent position A position that can be established by means of a DME distance, a suitably located NDB or VOR, SRE or PAR fix or any other suitable fix between 3 and 5 miles from threshold that independently establishes the position of the aeroplane. Estimate Off-Block Time The estimated time at which the aircraft will commence movement associated with departure. Exhaust Gas Temperature (turbine engines) Means the average temperature of the exhaust gas stream obtained in an approved manner. Exemption A formal authorisation issued by the Authority providing relief from part or all of the provisoes of a EU, or EUs. The authorisation may not be conditional. False Start (turbine engines) Means an attempt to start in which the engine fails to light up. NOTE: the handling of the engine is assumed to be in accordance with the instructions laid down by the engine manufacturer to be followed in these circumstances. Final Reserve Fuel (FRF) An amount of fuel for all turbine powered (jet or turboprop) aeroplanes, calculated to fly for 30 minutes at holding speed at 1.500 ft. MSL/ISA conditions calculated with the expected landing mass at alternate (or at destination if no alternate is required). Final take-off speed Means the speed of the aeroplane that exists at the end of the take-off path in the en-route configuration with one engine inoperative. Fireproof With respect to materials, components and equipment, means the capability to withstand the application of heat by a flame, for a period of 15 minutes without any failure that would create a hazard to the aircraft. The flame will have the following characteristics: Temperature 1100C 80C Heat Flux Density 116 KW/m2 10 KW/m2 App A - TERMS & ABBREVIATIONS
OPERATIONS MANUAL
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A A 7 16 Jul 08
NOTE: for materials this is considered to be equivalent to the capability of withstanding a fire at least as well as steel or titanium in dimensions appropriate for the purpose for which they are used. Fire-resistant With respect to materials, components and equipment, means the capability to withstand the application of heat by a flame, as defined for Fireproof, for a period of 5 minutes without any failure that would create hazard to the aircraft. NOTE: for materials this may be considered to be equivalent to the capability of withstanding a fire at least as well as aluminium alloy in dimensions appropriate for the purposes for which they are used. First aid oxygen Means the additional oxygen provided for the use of passengers, who do not satisfactorily recover following subjection to excessive cabin altitudes, during which they had been provided with supplemental oxygen. Flame resistant Means not susceptible to combustion to the point of propagating a flame, beyond safe limits, after the ignition source is removed. Flammable With respect to a fluid or gas, means susceptible to igniting readily or exploding. Flap extended speed The highest speed permissible with wing-flaps in a prescribed extended position. Flight crewmember A pilot , flight engineer, or flight navigator assigned to duty in an aircraft during flight time. Flight Engineer Old terminology for System Panel Operator. Flight Recorder (FR) Any type of recorder installed in the aircraft for the purpose of complementing accident/incident investigation. Flight Time (FT) The total flight time from the moment an aircraft first moves under its own power for the purpose of taking off until the moment it comes to rest at the end of the flight for the purpose of unloading persons including crew members of cargo. Freight Container A freight container is an article of transport equipment for radioactive materials, designed to facilitate the transport of such materials, either packaged or unpackaged, by one or more modes of transport. General Aviation Operation An aircraft operation other than a commercial air transport operation of an aerial work operation. Handicapped Passenger A person who is unable to move by himself to the nearest emergency exit at floor level, in the event of an emergency evacuation.
App A - TERMS & ABBREVIATIONS
OPERATIONS MANUAL
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A A 8 16 Jul 08
Handling Agent An agency which performs on behalf of the operator some or all of the latters functions including receiving, loading. Unloading transferring or other processing of passengers or cargo. Harness The equipment, consisting of two shoulder straps and a lap belt, which is provided to restrain a member of the flight crew against inertia loads occurring in emergency conditions. Helicopter A rotorcraft that, for its horizontal motion, depends principally on its engine-driven rotors Heliport An area of land, water, or structure used or intended to be used for the landing and takeoff of helicopters. IFR conditions Weather conditions below the minimum for flight under visual flight rules. Indicated airspeed The speed of an aircraft as shown on its pitot static airspeed indicator calibrated to reflect standard atmosphere adiabatic compressible flow at sea level uncorrected for airspeed system errors. Instrument A device using an internal mechanism to show visually or aurally the attitude, altitude, or operation of an aircraft or aircraft part. It includes electronic devices for automatically controlling an aircraft in flight. Instrumental Flight Time Time during which a Pilot is piloting an aircraft solely by reference to instruments and without external reference points. Instrument Time Instrument flight time or instrument ground time. Landing distance available (LDA) The length of the runway which is declared available by the appropriate Authority and suitable for the ground run of an aeroplane landing. Landing gear extended speed the maximum speed at which an aircraft can be safely flown with the landing gear extended. Landing gear operating speed The maximum speed at which the landing gear can be safely extended or retracted. Landing Mass (LM) The total aeroplane mass upon landing. It is equal the Take Off Mass minus the Trip Fuel. The maximum permissible LM under normal circumstances it is called Maximum Structural Landing Mass. Last Minute Change (LMC) A late change amendment to the Mass and Balance sheet which does not require the preparation of a new document. The change must be within the limits specified in the Operations Manual. App A - TERMS & ABBREVIATIONS
OPERATIONS MANUAL
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A A 9 16 Jul 08
Load factor The ratio of a specified load to the total weight of the aircraft. The specified load is expressed in terms of any of the following: aerodynamic forces, inertia forces, or ground or water reactions. Mach number The ratio of the true air speed to the speed of sound Maintenance Any one or combination of overhaul, repair, inspection, replacement, modification or defect rectification of an aircraft/aircraft component Master Minimum Equipment List (MMEL) A list established for a particular aircraft type by the manufacturer with the approval of the State of Manufacture containing items, one or more of which is permitted to unserviceable at the commencement of a flight. Maximum approved passenger seating configuration The maximum passenger seating capacity of an individual aeroplane, excluding pilot seat of flight deck seats and Cabin Crew seats as applicable, used by the operator, approved by the Authority and specified in the Operation Manual. Maximum Certificated Take-Of Mass The maximum total weight of the aircraft and its contents at which the aircraft may take off anywhere in the world, in the most favourable circumstances in accordance with the certificate of airworthiness in force in respect of the aircraft. Minimum Equipment List (MEL) A list which provides for the operations of aircraft, subject to specified conditions, with particular equipment inoperative, prepared by the operator in conformity with or more restrictive than, the MMEL established for the aircraft type. Night The hours between the end of the evening civil twilight and the beginning of morning civil twilight or such other period between sunset and sunrise, as may be specified by the State Authority. Normal operating differential pressure The pressure differential between the cabin pressure and the outside ambient pressure, including the tolerances of the normal pressure regulating system. Operational Control The exercise of authority over the initiation, continuation, diversion or termination of a flight in the interest of the safety of the flight. Overhauled Engine An engine which has been repaired or re-conditioned to a standard which renders it eligible for the complete overhaul period agreed by the Authority for the particular type of engine. Overpack An enclosure used by a single shipper to contain one or more packages and to form one handling unit for convenience of handling and stowage (Note: a unit load device is not included in this definition). App A - TERMS & ABBREVIATIONS
OPERATIONS MANUAL
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A A 10 16 Jul 08
Package The complete product of the packaging operation consisting of the packaging and its contents prepared for transport. Packaging Receptacles and any others components of materials necessary for the receptacle to perform its containment function and to ensure compliance with the packing requirements. Passenger A person other than a crew member travelling or about to travel on an aircraft. Pilot Flying (PF) The pilot who, for the time being, is in charge of the controls of an aircraft. Pilot in Command A Pilot who is responsible for the operation and safety of the aircraft during flight time. Pilot Monitoring (PM) The pilot who is assisting the pilot flying in accordance with the multi-crew co-operation concept, when the required flight crew is more than one. Precision Approach An instrument approach using Instrument Landing System, Microwave landing System or Precision Approach Radar for guidance in both azimuth and elevation. Proper Shipping Name The name to be used to describe a particular article or substance in all shipping documents and notifications and, where appropriate, on packagings. Protecting breathing equipment Breathing equipment for protection against smoke, fumes and other harmful gases. Reference landing speed The speed of the aeroplane, in a specified landing configuration, at the point where it descends through the landing screen height in the determination of the landing distance for manual landings. Safety catch A mechanism which locks an operating control in a given position. It engages automatically whenever the operating control is put into that position but has to be manually taken out of engagement in order to move the operating control away from that position. Sailplane A heavier-than-air aircraft that is supported in flight by the dynamic reaction of the air against its fixed lifting surfaces, the free flight of which does not depend on an engine. Separate Runways. Runways at the same aerodrome that are separate landing surfaces. These runways may overlay or cross in such a way that if one of the runways is blocked, it will not prevent the planned type of operations on the other runway. Each runway shall have a separate approach procedure based on a separate navigation aid Standard Atmosphere See atmosphere, international standard
OPERATIONS MANUAL
air italy
A A 11 16 Jul 08
State of Registry The state of whose register the aircraft is entered. State of the Operator The state in which the Operator has is principal place of business or, if he has no such place of business, his permanent residence. Stopway An area beyond the take-off runway, no less wide than the runway and centred upon the extended centreline of the runway, able to support the aeroplane during an abortive takeoff, without causing structural damage to the aeroplane, and designated by the airport authorities for use in decelerating the aeroplane during an abortive take-off. Supplemental Oxygen The additional oxygen required to protect each occupant against the adverse effects of excessive cabin altitude and to maintain acceptable physiological conditions. Synthetic Flight Trainer Any one of the following three types of apparatus in which flight conditions are simulated on the ground: A. A Flight Simulator (FFS) which provides an accurate representation of the flight deck of a particular aircraft type to the extent that the mechanical, electrical, electronic, etc., aircraft systems, control functions, the normal environment of flight crew members and the performance and flight characteristics of that type of aircraft are realistically simulated. B. A Flight Procedures trainer (FNPT), which provides a realistic flight deck environment, and which simulates instrument responses, simple control functions of mechanical, electrical, electronic, , etc., aircraft system, and the performance and flight characteristics of aircraft of a particular class. C. A Basic Instrument Flight trainer (FNT), which is equipped with appropriate instruments, and which simulates the flight deck environment of an aircraft in flight in IMC. Take-off Alternate An alternate aerodrome which an aircraft can land should this become necessary shortly after take-off and it is not possible to use the aerodrome of departure. Take-off distance available (TODA) The length of the take-off run available plus the length of the clearway available. Take-off Mass (TOM) The total aeroplane mass at the start of take-off run. It is equal the sum of Zero Fuel Mass and Take-off fuel. The Maximum Structural Take-Off Mass is the maximum permissible TOM. Take-off runway available (TORA) The length of runway which is declared available by the appropriate Authority and suitable for the ground run of an aeroplane taking off. Take-off safety speed A referenced airspeed obtained after lift-off at which the required one-engine-inoperative climb performance can be achived. Take-off weight The take-off weight of the aeroplane shall be taken to be its weight, including everything and everyone carried at the commencement of the take-off run. App A - TERMS & ABBREVIATIONS
OPERATIONS MANUAL
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A A 12 16 Jul 08
Traffic Load (TL) The total mass of passengers, baggage and cargo, including any non revenue load. Trip Fuel The weight of the expected fuel burned for a flight. Visual Approach An approach when either part or all of an instrument approach procedure is not completed and the approach is executed with visual reference to the terrain. Wet runway A runway is considered wet when the runway surface is covered with water, or equivalent, but less than when contaminated or when there is sufficient moisture on the runway surface to cause it to appear reflective, but without significant areas of standing water. Zero Fuel Mass (ZFM) The mass of an aeroplane with no usable fuel. The mass of the fuel contained in particular tanks must be included in the zero fuel mass when it is explicitly mentioned in the FCOM/Aeroplane Flight Manual limitations. The Maximum Zero Fuel Mass (MZFM) is the maximum permissible Zero Fuel Mass.
OPERATIONS MANUAL
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A A 13 16 Jul 08
A.1.2. Abbreviations ABBREVIATION MEANING A/C Aircraft A/D Aerodrome A/THR Auto Thrust AAL Above Aerodrome Level ACARS Aircraft Communication Addressing and reporting system ACAS Airborne collision Avoidance System ACC Area Control Centre ACRM Airbus Crew Management ADR Air Data Reference ADREP Accident/Incident Reporting System AFIS Aerodrome Flight Information Service AFM Aeroplane Flight Manual (or Aeroplane Flight Manual) AFS Auto Flight System AFTN Aeronautical Fixed Telecommunication Network AGL Above Ground Level AIS Aeronautical Information Service ALT Altitude AMC Acceptable Mean of Compliance AMSL Above Men Sea Level AOA Angle of Attack AOC Air Operator Certificate AOM Aeroplane Operating Manual (part b) AP Autopilot APP Approach Control APU Auxiliary Power Unit ARO Air Traffic Services Reporting Office ASD Accelerate Stop Distance ASDA Accelerate Stop Distance Available ASS Airframe and Systems Service ATA Actual time of Departure ATC Air Traffic Control ATPL Airline Transport Pilot Licence ATS Air Traffic Service AUD Auditors AUG Augmentee AVGAS Aviation Gasoline BAT Battery BKN Broken C/A 1 Senior Cabin Attendant CAA Cabin Crew Controller CAO Cargo Aircraft Only CAPT Captain CAT Clear Air Turbulence CAT II Category II All Weather Operations CAT III Category III All Weather Operations App A - TERMS & ABBREVIATIONS
OPERATIONS MANUAL
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CAVOK CB CC CCQ CDL CEO CFIT CFMU CG CI CL CLB CLR CM CPH CPL CRM DA DBI DCA DES DF DGR DH DME DOC DOI DOM DTE (or MPH) DU E/WD EAS ECAC ECAM EDP EDS EES EFIS EFCOP EICAS ENAC ENG EO ERS ESS ETA ETOPS ETP
GENERAL BASIC A TERMS & ABBREVIATIONS Ceiling And Visibility OK Cumulonimbus Cabin Crew Cross Crew Qualification Configuration Deviation List Chief Execute Officer Control Flight Into Terrain Central Flow Management Unit Centre of Gravity Cost Index Centreline Lights Climb Clear Crew Member Crew Training Post Holder Commercial Pilot Licence Crew Resource Management Decision Altitude Data Base IRT Direzione Circoscrizione Aeroportuale Descent Duty Free Dangerous Goods Regulations Decision Height Distance Measuring Equipment Document Dry Operating Index Dry Operating Mass Maintenance Post Holder Display Unit Engine warning Display Avionics Service European Civil Aviation Conference Electronic Centralised Aircraft Monitoring Electronic Data Processing and EDP Responsible Document Service Engine Service Electronic Flight Instrument System Engine Failure Climb Out Procedure Electronic Information Crew Alerting System Ente Nazionale Aviazione Civile Engine Engine Out Reliability Service Airframe & Systems Service Estimated Time of Arrival Extended Range Twin-engined Operations Equal Time Point App A - TERMS & ABBREVIATIONS
A A 14 16 Jul 08
OPERATIONS MANUAL
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ETS EXP F/O FA FAF FCOM FCTM FCU FD FDP FFS FIC FIS FL FLT FMGS FMS FOD FPA FPH FPM FPV FSO FSS FTO G/S GA GCP GD GI GMM GOPH GPIRS GPS GPWS GS GSA GTC GW HF HI HP hPa Hrs HT IAL IAM IAS
GENERAL BASIC A TERMS & ABBREVIATIONS Technical Operational Support Service Expediting First Officer Flight Attendant / Cabin Crew Final Approach Fix Flight Crew Operation Manual Flight Crew Training Manual Flight Control Unit Flight Director Flight Duty Period Full Flight Simulator Flight Information Centre Flight Information Device Flight Level Flight Flight Management and Guidance System Flight Management System Foreign Object Damage Flight Path Angle Flight Operations Post Holder Feet per Minute Flight Path Vector Flight Safety Office Flight Safety and Standardisation Pilot Flight Training Organisation Glide Slope Go Around Ground Co-ordinator and Planning General Declaration Ground Instructor General Matters Manager Ground Operations Post Holder IRS/GPS Position Global Position System Ground Proximity Warning System Ground Speed Ground Station Administrator Ground Training Co-ordinator Gross Weight High Frequency High Intensity Light Handling Pilot HectoPascal Hours Head of Training Instrument Approach and Landing Chart Invoicing & Administration Manager Indicated Air Speed App A - TERMS & ABBREVIATIONS
A A 15 16 Jul 08
OPERATIONS MANUAL
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IATA ICAO ICE ID IFPS IFR ILS IMC IML INS IR IRS IRT ISA ISO JAA EU EU FCL EU OPS 1 Kg Km Km/h kPA Kts L/G Lb(s) LDA LEP LIP LMC LOC LOE LOFT LP LPC LS LTC LVO LVP LVTO m M MAG MAP MCC MCT MDA MDH
A A 16 16 Jul 08
International Air Transport Association International Civil Aviation Organisation Dry Ice Identity (number) Integrated Flight Planning System Instrument Flight Rules Instrument Landing System Instrument Meteorological Conditions Istituto Medico Legale Inertial Navigation System Instrument Rating Inertial Reference System Individual Runway Tables International Standard International Standard Organisation Joint Aviation Authorities Joint Aviation Requirements/Regulations Joint Aviation Requirements Flight Crew Licence Joint Aviation Requirements Commercial Air Transportation Kilogram Kilometres Kilometres per Hour KiloPascal Knots Landing Gear Pound(s) Landing Distance Available List of Effective Pages Lift Improvement Package Last Minutes Changes Localizer Line Oriented Evaluation Line Oriented Flight Training Low Pressure Less Paper in the Cockpit Line Station Line Training Commander Low Visibility Operation Low Visibility Procedures Low Visibility Take-Off Metres Mach number Magnetic Aeronautical Maps and Charts Multi Crew Co-operation Maximum Continuos Thrust Minimum Decision Altitude Minimum Descent Height App A - TERMS & ABBREVIATIONS
OPERATIONS MANUAL
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MEA MEL MET METAR MHz MI MID MIL MIN MLS MLW MMEL MNPS MOCA MORA MPA MRVA MSL MTOM MTOW MZFW N/A NAV NAVAID NC NDB NHP NIL NM NOTAM NPA NSC NSW OAT OCC OCH OEB OJJ OM OPS OVC PAA PAD PANS/OPS PANS/RAC PAR PAS PAX
A A 17 16 Jul 08
Minimum En-Route IFR Altitude Minimum Equipment List Meteorological (Office) Aviation Routine Weather Report MegaHertz Medium Intensity Lights Mid Point Military Minimum Microwave Landing Mass (Structural limit) Maximum Landing Weight Master Minimum Equipment List Minimum Navigation Performance Specifications Minimum Obstruction Clearance Altitude Minimum Off-Route Altitude Multi Pilot Aircraft Minimum Radar Vectoring Altitude Mean Sea Level Maximum Take-Off Mass Maximum Take Off Weight Maximum Zero Fuel Weight Not Available Navigation Equipment Navigation Aid Not Certificate Cabin Crew Non Directional Beacon Not Handling Pilot No Items Listed (Nothing) Nautical Miles Notice to AirMen Non Precision Approach No Significant Clouds No Significant Weather Outside Air Temperature Operation Control Centre Obstacle Clearance Limits Operational Engineering Bulletin On the Job Training Outer Maker Operations Over Cast Cabin Crew Instructor Passenger with Airline Discount Procedures for Air Navigation Services Aircraft Operations Procedures for Air Navigation Services Precision Approach Radar Airworthiness Surveillance and Technical Records Passenger(s) App A - TERMS & ABBREVIATIONS
OPERATIONS MANUAL
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PBE PED PET PF PFD PIC PIREP PM PNR PPS PRM PRO PROB PTC PUB PUR QA QDM QFE QM QNH QOM QOS QRH Qt QUA RA RAC RAT RCL RCM REG REP RES RFG RFL RFS RFW RHS RIS RM RMD RMP RNAV RNG RNP ROP RoR
A A 18 16 Jul 08
Personal Breathing Equipment Portable Electronic Device Point of Equal Time Pilot Flying Primary Flight Display Pilot-In-Command Pilot In-Flight Weather Report Pilot Monitoring Point of no return Planning & Records Service Person(s) with Reduced Mobility / Procurement Manager Procurement Probably Pilot Training Co-ordinator Publications Purchasing Quality Assurance Magnetic Heading (Zero Wind) Height Above Airport Elevation (Based on local station pressure) Quality Manager Altitude Above Sea Level (Based on local station pressure) Quality Operations Matters Co-ordinator Quality Operations Support Quick Reference Handbook Quart Quality Radio Altimeter Air Traffic Routes and Services Ram Air Turbine Deeply Refrigerated Gas Corrosive Material Registration Reported Reliability Serevice Flammable Gas Flammable Liquids Flammable Solids Substances which in contact with water emit Flammable Gases Right Hand Seat Infectious Substances Route Manual Miscellaneous Dangerous Goods Radio Management Panel Area Navigation Non-Flammable Non Toxic Gas Required Navigation Performance Organic Peroxides Record of Revisions App A - TERMS & ABBREVIATIONS
OPERATIONS MANUAL
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ROX RPB RPG RPL RRW RRY RSB RSC RTO RTOW/M RVR RVSM SAR SAT SCT SELCAL SEP SFE SFI SID SIGMENT SIM SITA SKC SNOWTAM SOP SPD SPECI SPO SRA SRS SSP SSR STAR STBY STCR STD STPD STS T/O TA TAF TAG TAS TCAS TCU TDZ TECH
A A 19 16 Jul 08
Oxidizing Substances Poisonous (Toxic) substances Toxing Gas Repetitive Flight Plan Radioactive Material Radioactive Material Polystyrene (Polymeric) Beads or Granules Substances liable to Spontaneous Combustion Reject Take Off Regulated Take Off Weight (Mass) Runway Visual Range Reduced Vertical Separation Minimum Search and Rescue Static Air Temperature Scattered Selective Calling Standard Emergency Procedures Synthetic Flight Examiner Synthetic Flight Instructor Standard Instrument Departure Route Significant Meteorological Report Simulator Societ Internationale de Tlcommunications Aronautiques Sky Clear Smow Notice to Airmen Standard Operating Procedures Speed Special Report Amending a METAR System Panel Operator Surveillance Radar Approach Speed Reference System Standardisation and Flight Safety Pilot Secondary Surveillance Radar Standard Terminal Arrival Route Stand By Stretcher Standard Standard Temperature Pressure Dry Store Service Take Off Traffic Advisory Terminal / Aerodrome Forecast Trans Cockpit Authority Gradient True Airspeed Traffic Alert and Collision Avoidance System Towering Cumulus Touch Down Zone Technical Department App A - TERMS & ABBREVIATIONS
OPERATIONS MANUAL
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TEMPO TERPS TI TKI TKO TL TLB TMA TOC TOD TODA TOGA TORA TOW/M TQR TQR TR TRE TRI TRM TRS TRTO TSO TWR ULD UTC VAPP VACBI VDF VFR VHF VIS VMC VOR VR VSW W(M)AT WCHC WCHR WCHS WHO WTB WX
A A 20 16 Jul 08
Temporary United States Standard Fore Terminal Instrument Procedure Transport Index Theoretical Knowledge Instructor Theoretical Knowledge Organization Transition Level Technical Log Book Terminal Control Area Top of Climb Top of Descent Take Off Distance Available Take Off Go Around Take Off Runway Available Take Off Weight/Mass TRTO Quality Manager Type Rating Training Organisation Quality Assurance Representative Type Rating Type Rating Examiner Type Rating Instructor Training Manager Training Service Type Rating Training Organisation Training Secretary Office Aerodrome Control Tower Unit Load Device Co-ordinated Universal Time Final Approach Speed Video and Computer Based Instruction Very High Frequency Direction Finding Station Visual Flight Rules Very High Frequency Visibility Visual Meteorological VHF omnidirectional Range Rotation Speed Stall Warning Speed Weight (Mass) and Temperature WhellChair Type Charlie WhellChair Type Romeo WhellChair Type Sierra World Health Organisation Wing Tips Brake Weather
OPERATIONS MANUAL
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GENERAL BASIC B HOLD OVER TIME (HOT) TABLES
A B 1 15 Dec 09
B.1. Hold Over Time (HOT)

In this appendix are highlighted all the hold over time tables that must be used in conjunction with instructions inserted in Ch 8.2. Research to provide additional guidance for aircraft operations has been conducted by various Authority during ice pellet conditions. A separate section at the end of the document, addressing ice pellet allowance times and associated operational criteria, is included in this revision. The active frost holdover times have been moved from the generic and fluid-specific tables to a new active frost holdover time table. Type I and Type III active frost holdover times remain the same; reductions have been made to some Type II and Type IV values as a result of several years of research indicating lower values are required B.1.1. Period of Validity The validity of the following list will expire twelve(12) calendar months after the date of publication of this revision. B.1.1.1 Holdover time contents
Table 0 Table 1 Table 2 Table 2 Table 2 Table 2 Table 2 Table 2 Table 2 Table 2 Table 2 Table 3 Table 4 Table 4 Table 4 Table 4 Table 4 Table 4 Table 4 Table 4 Table 4 Table 4 Table 4 Table 4 Table 4 Table 4 Table 4 Table 4 Table B1.6 Table B1.7 Table B1.8 Table B1.9 Active Frost Holdover Guidelines SAE Type I Fluid Holdover Guidelines Generic SAE Type II Fluid Holdover Guidelines -A-E26 ABAX Type II Fluid Holdover Guidelines Ecowing 26 -AS-Cleanwing II Aviation Shaanxi Hi-Tech Type II Fluid Holdover Guidelines Cleanwing II C-2025 Clariant Type II Fluid Holdover Guidelines Safewing MP II 2025 ECO C-Flight Clariant Type II Fluid Holdover Guidelines Safewing MP II Flight K-ABC-2000 Kilfrost Type II Fluid Holdover Guidelines ABC-2000 K-ABC-K+ Kilfrost Type II Fluid Holdover Guidelines ABC-K PLUS N-FCY-2 Newave Aerochemical Type II Fluid Holdover Guidelines FCY-2 O-EM-II Octagon Type II Fluid Holdover Guidelines E Max II SAE Type III Fluid Holdover Guidelines Generic SAE Type IV Fluid Holdover Guidelines A-AD-480 ABAX Type IV Fluid Holdover Guidelines AD-480 A-Ecowing AD-49 ABAX Type IV Fluid Holdover Guidelines Ecowing AD-49 C-2001 Clariant Type IV Fluid Holdover Guidelines Safewing MP IV 2001 C-2012 Clariant Type IV Fluid Holdover Guidelines Safewing MP IV 2012 Protect C-Launch Clariant Type IV Fluid Holdover Guidelines Safewing MP IV Launch D-ULTRA+ Dow Chemical Type IV Fluid Holdover Guidelines UCAR ADF/AAF ULTRA+ D-E106 Dow Chemical Type IV Fluid Holdover Guidelines UCAR Endurance EG106 D-AD-480 Dow Chemical Type IV Fluid Holdover Guidelines UCAR FlightGuard AD-480 K-ABC-4sustain Kilfrost Type IV Fluid Holdover Guidelines ABC-4sustain K-ABC-S Kilfrost Type IV Fluid Holdover Guidelines ABC-S K-ABC-S PLUS Kilfrost Type IV Fluid Holdover Guidelines ABC-S PLUS L-ARCTIC Shield Lyondell Type IV Fluid Holdover Guidelines ARCTIC Shield O-MF Octagon Type IV Fluid Holdover Guidelines Max-Flight O-MF-04 Octagon Type IV Fluid Holdover Guidelines Max-Flight 04 O-MFLO Octagon Type IV Fluid Holdover Guidelines MaxFlo SAE Type I Deicing Fluid Application Procedures SAE Type II, Type III and Type IV Anti-Icing Fluid Application Procedures Visibility in Snow vs. Snowfall Intensity Chart Ice Pellet Allowance Times
App B - HOLD OVER TIMES (HOT)
OPERATIONS MANUAL
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A B 2 15 Dec 09
B.1.1.1.1 Ative Frost Guidelines Table 0
NOTES 1 Type I Fluid / Water Mixture is selected so that the freezing point of the mixture is at least 10C (18F) below outside air temperature. 2 May be used below -25C (-13F) provided the lowest operational use temperature (LOUT) of the fluid is respected. CAUTIONS Fluids used during ground deicing/anti-icing do not provide in-flight icing protection.
OPERATIONS MANUAL
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B.1.2. Type I Fluids
A B 3 15 Dec 09
Table 1 SAE type I
NOTES 1 To use these times, the fluid must be heated to a minimum temperature providing 60C (140F) at the nozzle and an average rate of at least 1 litre/m2 (2 gal./100 sq. ft.) must be applied to deiced surfaces, OTHERWISE TIMES WILL BE SHORTER. 2 Heavy snow, snow pellets, ice pellets, moderate and heavy freezing rain, and hail. 3 Type I Fluid / Water Mixture is selected so that the freezing point of the mixture is at least 10C (18F) below outside air temperature. 4 Use light freezing rain holdover times if positive identification of freezing drizzle is not possible. 5 Ensure that the lowest operational use temperature (LOUT) is respected. CAUTIONS The only acceptable decision-making criterion, for takeoff without a pre-takeoff contamination inspection, is the shorter time within the applicable holdover time table cell. The time of protection will be shortened in heavy weather conditions, heavy precipitation rates, or high moisture content. High wind velocity or jet blast may reduce holdover time. Holdover time may be reduced when aircraft skin temperature is lower than outside air temperature. Fluids used during ground deicing/anti-icing do not provide in-flight icing protection.
OPERATIONS MANUAL
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B.1.3. Type II
A B 4 15 Dec 09
Table 2 Generic SAE type II
NOTES 1 Based on the lowest holdover times of the Type II fluids listed in Table 5-2. 2 Heavy snow, snow pellets, ice pellets, moderate and heavy freezing rain, and hail. 3 These holdover times only apply to outside air temperatures to -10C (14F) under freezing drizzle and light freezing rain. 4 Use light freezing rain holdover times if positive identification of freezing drizzle is not possible. 5 Ensure that the lowest operational use temperature (LOUT) is respected. CAUTIONS The only acceptable decision-making criterion, for takeoff without a pre-takeoff contamination inspection, is the shorter time within the applicable holdover time table cell. The time of protection will be shortened in heavy weather conditions, heavy precipitation rates, or high moisture content. High wind velocity or jet blast may reduce holdover time. Holdover time may be reduced when aircraft skin temperature is lower than outside air temperature. Fluids used during ground deicing/anti-icing do not provide in-flight icing protection.
OPERATIONS MANUAL
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A B 5 15 Dec 09
Table 2-A-E26 TYPE II ECOWING 26
NOTES 1 These holdover times are derived from tests of this fluid having a viscosity as listed in Table 9. 2 Heavy snow, snow pellets, ice pellets, moderate and heavy freezing rain, and hail. 3 These holdover times only apply to outside air temperatures to -10C (14F) under freezing drizzle and light freezing rain. 4 Use light freezing rain holdover times if positive identification of freezing drizzle is not possible. 5. Radiational cooling during active frost conditions may reduce holdover times when operating close to the lower end of the outside air temperature range. CAUTIONS The only acceptable decision-making criterion, for takeoff without a pre-takeoff contamination inspection, is the shorter time within the applicable holdover time table cell. The time of protection will be shortened in heavy weather conditions, heavy precipitation rates, or high moisture content. High wind velocity or jet blast may reduce holdover time. Holdover time may be reduced when aircraft skin temperature is lower than outside air temperature. Fluids used during ground deicing/anti-icing do not provide in-flight icing protection.
OPERATIONS MANUAL
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A B 6 15 Dec 09
Table 2-AS-CLEANWING II AVIATION CLEANWING II
NOTES 1 These holdover times are derived from tests of this fluid having a viscosity as listed in Table 9. 2 Heavy snow, snow pellets, ice pellets, moderate and heavy freezing rain, and hail. 3 These holdover times only apply to outside air temperatures to -10C (14F) under freezing drizzle and light freezing rain. 4 Use light freezing rain holdover times if positive identification of freezing drizzle is not possible. 5 Ensure that the lowest operational use temperature (LOUT) is respected. Consider use of Type I when Type II fluid cannot be used. 6 Use light freezing rain holdover times in conditions of light snow mixed with light rain CAUTIONS The only acceptable decision-making criterion, for takeoff without a pre-takeoff contamination inspection, is the shorter time within the applicable holdover time table cell. The time of protection will be shortened in heavy weather conditions, heavy precipitation rates, or high moisture content. High wind velocity or jet blast may reduce holdover time. Holdover time may be reduced when aircraft skin temperature is lower than outside air temperature. Fluids used during ground deicing/anti-icing do not provide in-flight icing protection.
OPERATIONS MANUAL
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A B 7 15 Dec 09
Table 2-C-2025 CLARIANT TYPE 2 (SAFEWING MP II 2025 ECO)
NOTES 1 These holdover times are derived from tests of this fluid having a viscosity as listed in Table 9. 2 Heavy snow, snow pellets, ice pellets, moderate and heavy freezing rain, and hail. 3 These holdover times only apply to outside air temperatures to -10C (14F) under freezing drizzle and light freezing rain. 4 Use light freezing rain holdover times if positive identification of freezing drizzle is not possible. CAUTIONS The only acceptable decision-making criterion, for takeoff without a pre-takeoff contamination inspection, is the shorter time within the applicable holdover time table cell. The time of protection will be shortened in heavy weather conditions, heavy precipitation rates, or high moisture content. High wind velocity or jet blast may reduce holdover time. Holdover time may be reduced when aircraft skin temperature is lower than outside air temperature. Fluids used during ground deicing/anti-icing do not provide in-flight icing protection.
OPERATIONS MANUAL
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A B 8 15 Dec 09
Table 2-C CLARIANT TYPE 2 (SAFEWING MP II FLIGHT)
OPERATIONS MANUAL
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A B 9 15 Dec 09
Table 2-K-ABC-2000 KILFROST TYPE 2 (ABC-2000)
OPERATIONS MANUAL
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A B 10 15 Dec 09
Table 2- K-ABC-K+ Kilfrost KILFROST TYPE 2 (ABC-K PLUS)
NOTES 1 These holdover times are derived from tests of this fluid having a viscosity as listed in Table 9. 2 Heavy snow, snow pellets, ice pellets, moderate and heavy freezing rain, and hail. 3 These holdover times only apply to outside air temperatures to -10C (14F) under freezing drizzle and light freezing rain. 4 Use light freezing rain holdover times if positive identification of freezing drizzle is not possible. 5 Ensure that the lowest operational use temperature (LOUT) is respected. Consider use of Type I when Type II fluid cannot be used. 6 Use light freezing rain holdover times in conditions of light snow mixed with light rain .CAUTIONS The only acceptable decision-making criterion, for takeoff without a pre-takeoff contamination inspection, is the shorter time within the applicable holdover time table cell. The time of protection will be shortened in heavy weather conditions, heavy precipitation rates, or high moisture content. High wind velocity or jet blast may reduce holdover time. Holdover time may be reduced when aircraft skin temperature is lower than outside air temperature. Fluids used during ground deicing/anti-icing do not provide in-flight icing protection.
OPERATIONS MANUAL
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A B 11 15 Dec 09
Table 2-N-FCY-2 NEWAVE AEROCHEMICALTYPE 2 (FCY-2)
OPERATIONS MANUAL
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A B 12 15 Dec 09
Table 2-O-EM-II OCTAGONTYPE 2 (E MAX II)
OPERATIONS MANUAL
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A B 13 15 Dec 09
B.1.4. Type III Table 3 SAE TYPE 3
NOTES 1 Use light freezing rain holdover times if positive identification of freezing drizzle is not possible. 2 Heavy snow, snow pellets, ice pellets, moderate and heavy freezing rain, and hail. 3 Ensure that the lowest operational use temperature (LOUT) is respected. Consider use of Type I when Type III fluid cannot be used. CAUTIONS The only acceptable decision-making criterion, for takeoff without a pre-takeoff contamination inspection, is the shorter time within the applicable holdover time table cell. High wind velocity or jet blast may reduce holdover time. Holdover time may be reduced when aircraft skin temperature is lower than outside air temperature. Fluids used during ground deicing/anti-icing do not provide in-flight icing protection.
OPERATIONS MANUAL
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A B 14 15 Dec 09
B.1.5. Type IV Table 4-Generic SAE TYPE 4
NOTES 1 Based on the lowest holdover times of the Type IV fluids listed in Table 9. 2 Heavy snow, snow pellets, ice pellets, moderate and heavy freezing rain, and hail. 3 These holdover times only apply to outside air temperatures to -10C (14F) under freezing drizzle and light freezing rain. 4 Use light freezing rain holdover times if positive identification of freezing drizzle is not possible. 5 Ensure that the lowest operational use temperature (LOUT) is respected. CAUTIONS The only acceptable decision-making criterion, for takeoff without a pre-takeoff contamination inspection, is the shorter time within the applicable holdovertime table cell. The time of protection will be shortened in heavy weather conditions, heavy precipitation rates, or high moisture content. High wind velocity or jet blast may reduce holdover time. Holdover time may be reduced when aircraft skin temperature is lower than outside air temperature. Fluids used during ground deicing/anti-icing do not provide in-flight icing protection.
OPERATIONS MANUAL
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A B 15 15 Dec 09
Table IV-A-AD480 TYPE IV AD480
OPERATIONS MANUAL
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A B 16 15 Dec 09
Table IV-A-Ecowing AD49 TYPE IV ECOWING AD49
OPERATIONS MANUAL
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A B 17 15 Dec 09
Table 4-C-2001 CLARIANT TYPE 4 (SAFEWING MP IV 2001)
NOTES 1 These holdover times are derived from tests of this fluid having a viscosity as listed in Table 9. 2 Heavy snow, snow pellets, ice pellets, moderate and heavy freezing rain, and hail. 3 These holdover times only apply to outside air temperatures to -10C (14F) under freezing drizzle and light freezing rain. 4 Use light freezing rain holdover times if positive identification of freezing drizzle is not possible CAUTIONS The only acceptable decision-making criterion, for takeoff without a pre-takeoff contamination inspection, is the shorter time within the applicable holdovertime table cell. The time of protection will be shortened in heavy weather conditions, heavy precipitation rates, or high moisture content. High wind velocity or jet blast may reduce holdover time. Holdover time may be reduced when aircraft skin temperature is lower than outside air temperature. Fluids used during ground deicing/anti-icing do not provide in-flight icing protection.
OPERATIONS MANUAL
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A B 18 15 Dec 09
Table 4-C-2012 CLARIANT TYPE 4 (SAFEWING MP IV 2012 Protect)
OPERATIONS MANUAL
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A B 19 15 Dec 09
Table 4-C-Launch CLARIANT TYPE 4 (SAFEWING MP IV LAUNCH)
OPERATIONS MANUAL
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A B 20 15 Dec 09
Table 4-D-ULTRA+ DOW CHEMICAL TYPE 4 (UCAR ADF/AAF ULTRA+)
NOTES 1 These holdover times are derived from tests of this fluid having a viscosity as listed in Table 9. 2 Heavy snow, snow pellets, ice pellets, moderate and heavy freezing rain, and hail. 3 These holdover times only apply to outside air temperatures to -10C (14F) under freezing drizzle and light freezing rain. 4 Use light freezing rain holdover times if positive identification of freezing drizzle is not possible. 5 These holdover times only apply to outside air temperatures to -24C (-11F). CAUTIONS The only acceptable decision-making criterion, for takeoff without a pre-takeoff contamination inspection, is the shorter time within the applicable holdovertime table cell. The time of protection will be shortened in heavy weather conditions, heavy precipitation rates, or high moisture content. High wind velocity or jet blast may reduce holdover time. Holdover time may be reduced when aircraft skin temperature is lower than outside air temperature. Fluids used during ground deicing/anti-icing do not provide in-flight icing protection.
OPERATIONS MANUAL
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A B 21 15 Dec 09
Table 4-D-E106 DOW CHEMICAL TYPE 4 (UCAR ENDURANCE EG 106)
NOTES 1 These holdover times are derived from tests of this fluid having a viscosity as listed in Table 9. 2 Heavy snow, snow pellets, ice pellets, moderate and heavy freezing rain, and hail. 3 These holdover times only apply to outside air temperatures to -10C (14F) under freezing drizzle and light freezing rain. 4 Use light freezing rain holdover times if positive identification of freezing drizzle is not possible. CAUTIONS The only acceptable decision-making criterion, for takeoff without a pre-takeoff contamination inspection, is the shorter time within the applicable holdovertime table cell. The time of protection will be shortened in heavy weather conditions, heavy precipitation rates, or high moisture content. High wind velocity or jet blast may reduce holdover time. Holdover time may be reduced when aircraft skin temperature is lower than outside air temperature. Fluids used during ground deicing/anti-icing do not provide in-flight icing protection.
OPERATIONS MANUAL
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A B 22 15 Dec 09
Table 4-D-AD-480 DOW CHEMICAL TYPE 4 (UCAR FLIGHTGUARD AD480)
NOTES 1 These holdover times are derived from tests of this fluid having a viscosity as listed in Table 9. 2 Heavy snow, snow pellets, ice pellets, moderate and heavy freezing rain, and hail. 3 These holdover times only apply to outside air temperatures to -10C (14F) under freezing drizzle and light freezing rain. 4 Use light freezing rain holdover times if positive identification of freezing drizzle is not possible. 5 Ensure that the lowest operational use temperature (LOUT) is respected. Consider use of Type I when Type IV cannot be used. 6 Use light freezing rain holdover times in conditions of light snow mixed with light rain CAUTIONS The only acceptable decision-making criterion, for takeoff without a pre-takeoff contamination inspection, is the shorter time within the applicable holdovertime table cell. The time of protection will be shortened in heavy weather conditions, heavy precipitation rates, or high moisture content. High wind velocity or jet blast may reduce holdover time. Holdover time may be reduced when aircraft skin temperature is lower than outside air temperature. Fluids used during ground deicing/anti-icing do not provide in-flight icing protection.
OPERATIONS MANUAL
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A B 23 15 Dec 09
Table 4-K-ABC-4SUSTAIN KILFROST TYPE 4 (ABC-4SUSTAIN)
NOTES 1 These holdover times are derived from tests of this fluid having a viscosity as listed in Table 9. 2 Heavy snow, snow pellets, ice pellets, moderate and heavy freezing rain, and hail. 3 These holdover times only apply to outside air temperatures to -10C (14F) under freezing drizzle and light freezing rain. 4 Use light freezing rain holdover times if positive identification of freezing drizzle is not possible. 5 Ensure that the lowest operational use temperature (LOUT) is respected. Consider use of Type I when Type IV cannot be used. 6 Use light freezing rain holdover times in conditions of light snow mixed with light rain CAUTIONS The only acceptable decision-making criterion, for takeoff without a pre-takeoff contamination inspection, is the shorter time within the applicable holdovertime table cell. The time of protection will be shortened in heavy weather conditions, heavy precipitation rates, or high moisture content. High wind velocity or jet blast may reduce holdover time. Holdover time may be reduced when aircraft skin temperature is lower than outside air temperature. Fluids used during ground deicing/anti-icing do not provide in-flight icing protection.
OPERATIONS MANUAL
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A B 24 15 Dec 09
Table 4-K-ABC-S KILFROST TYPE 4 (ABC-S)
OPERATIONS MANUAL
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A B 25 15 Dec 09
Table 4-K-ABC-S PLUS KILFROST TYPE 4 (ABC-S PLUS)
OPERATIONS MANUAL
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A B 26 15 Dec 09
Table 4-L-ARTIC Shield LYONDELL TYPE 4 (ARTIC SHIELD)
OPERATIONS MANUAL
air italy
A B 27 15 Dec 09
Table 4-O-MF OCTAGON TYPE 4 (MAX-FLIGHT)
OPERATIONS MANUAL
air italy
A B 28 15 Dec 09
Table 4-O-MF-04 OCTAGON TYPE 4 (MAX-FLIGHT 04)
OPERATIONS MANUAL
air italy
A B 29 15 Dec 09
Table 4-O-MFLO OCTAGON TYPE 4 (MAXFLO)
OPERATIONS MANUAL
air italy
A B 30 15 Dec 09
B 1.6 SAE TYPE I DEICING FLUID APPLICATIONS PROCEDURES
1 Fluids must not be used at temperatures below their lowest operational use temperature (LOUT). 2 To be applied before first step fluid freezes, typically within 3 minutes.
NOTES Temperature of water or fluid/water mixtures shall be at least 60C (140F) at the nozzle. Upper temperature limit shall not exceed fluid and aircraft manufacturers recommendations. To use Type I holdover time guidelines in snow conditions, at least 1 litre/m (~ 2 gal./100 sq. ft.) must be applied to the deiced surfaces. This table is applicable for the use of Type I Holdover Time Guidelines. If holdover times are not required, a temperature of 60C (140F) at the nozzle is desirable. CAUTION Wing skin temperatures may differ and in some cases may be lower than outside air temperatures; a stronger mix (more glycol) may be needed under these conditions.
OPERATIONS MANUAL
air italy
A B 31 15 Dec 09
B 1.7 SAE TYPE II/III/IV ANTI-ICING FLUID APPLICATIONS PROCEDURES
1 Fluids must not be used at temperatures below their lowest operational use temperature (LOUT). 2 To be applied before first step fluid freezes, typically within 3 minutes. 3 Clean aircraft may be anti-iced with unheated fluid.
NOTES For heated fluids, a fluid temperature not less than 60C (140F) at the nozzle is desirable. Upper temperature limit shall not exceed fluid and aircraft manufacturers recommendations. CAUTIONS Wing skin temperatures may differ and in some cases may be lower than outside air temperatures; a stronger mix (more glycol) may be needed under these conditions. Whenever frost or ice occurs on the lower surface of the wing in the area of the fuel tank, indicating a cold soaked wing, the 50/50 dilutions of Type II, III or IV should not be used for the anti-icing step because fluid freezing may occur. An insufficient amount of anti-icing fluid may cause a substantial loss of holdover time. This is particularly true when using a Type I fluid mixture for the first step in a two-step procedure.
OPERATIONS MANUAL
air italy
A B 32 15 Dec 09
B 1.8 VISIBILITY IN SNOW VS SNOWFALL INTENSITY CHART
Note All Visibility are in statute mile 1 Based on: Relationship between Visibility and Snowfall Intensity (TP 14151E), Transportation Development Centre, Transport Canada, November 2003; and Theoretical Considerations in the Estimation of Snowfall Rate Using Visibility (TP 12893E), Transportation Development Centre, Transport Canada, November 1998.
HOW TO READ THE TABLE Assume that the daytime visibility in snowfall is 1 statute mile and the temperature is -7C. Based on these conditions, the snowfall intensity is light. This snowfall intensity is used to determine which holdover time guideline value is appropriate for the fluid in use.
OPERATIONS MANUAL
air italy
A B 33 15 Dec 09
B1.9 ICE PELLET ALLOWANCE TIMES FOR WINTER 2009/2010 Comprehensive ice pellet research was conducted jointly by the research teams of the FAA and Transport Canada. This research consisted of extensive climatic chamber, wind tunnel, and live aircraft testing with ice pellets (light or moderate) and light ice pellets mixed with other forms of precipitation. Results of this research provide the basis for allowance times for operations in ice pellets (light or moderate) and operations in light ice pellets mixed with other forms of precipitation. Additionally, Type IV anti-icing fluid with ice pellets embedded was evaluated for its aging qualities over periods of time beyond the allowance times, when the active precipitation time was limited to the allowance times. Operational Guidelines 1) Tests have shown that ice pellets generally remain in a frozen state embedded in Type IV anti-icing fluid, and are not dissolved by the fluid in the same manner as other forms of precipitation. Using current guidelines for determining anti-icing fluid failure, the presence of a contaminant not dissolved by the fluid (remaining embedded) is an indication that the fluid has failed. These embedded ice pellets are generally not readily detectable by the human eye during pre-takeoff contamination inspection procedures. 2) The research data have also shown that after proper deicing and anti-icing, the accumulation of light ice pellets, moderate ice pellets, and light ice pellets mixed with other forms of precipitation in Type IV fluid will not prevent the fluid from flowing off the aerodynamic surfaces during takeoff. 3) The allowance times were developed based on this aerodynamic testing and are contained in Table 10. 4) The ice pellet allowances are contingent on the operators approved ground icing program being updated to incorporate the ice pellet information contained herein, including the following conditions and restrictions that must be satisfied: a) The aircraft critical surfaces must be properly deiced before the application of Type IV anti-icing fluid; b) The allowance time is valid only if the aircraft is anti-iced with undiluted Type IV fluid; c) These allowance times are from the start of the Type IV anti-icing fluid application; d) The allowance time is limited to aircraft with a rotation speed of 100 knots or greater; e) If the takeoff is not accomplished within the applicable allowance time in Table 10, the aircraft must be completely deiced, and if precipitation is still present, anti-iced again prior to a subsequent takeoff; f) The allowance time cannot be extended by an inspection of the aircraft critical surfaces from either inside or outside the aircraft; g) If the temperature decreases below the temperature on which the allowance time was based, where the new lower temperature has an associated allowance time for the precipitation condition and the present time is within the new allowance time, then that new time must be used as the allowance time limit; h) If ice pellet precipitation becomes heavier than moderate or if the light ice pellets mixed with other forms of allowable precipitation exceeds the listed intensities or temperature range, the allowance time cannot be used; i) If the precipitation condition stops at or before the time limits of the applicable allowance time in Table 10 and does not restart, the aircraft may take off up to 90 minutes after the start of the application of the Type IV anti-icing fluid. However, under conditions of light ice pellets mixed with light freezing rain, the OAT must not decrease during the 90minute period. 5) Examples: App B - HOLD OVER TIMES (HOT)
OPERATIONS MANUAL
air italy
A B 34 15 Dec 09
a) Type IV anti-icing fluid is applied with a start of application time of 10:00, OAT is 0C, light ice pellets fall until 10:20 and stop and do not restart. The allowance time stops at 10:50; however, provided that no precipitation restarts after the allowance time of 10:50; the aircraft may take off without any further action up to 11:30. b) Type IV anti-icing fluid is applied with a start of application time of 10:00, OAT is 0C, light ice pellets mixed with freezing drizzle falls until 10:10, stops and restarts at 10:15, and stops at 10:20. The allowance time stops at 10:25; however, provided no precipitation restarts after the end of the allowance time at 10:25, the aircraft may take off without any further action up to 11:30. c) Type IV anti-icing fluid is applied with a start of application time of 10:00, OAT is 0C, light ice pellets mixed with light freezing rain falls until 10:10, stops and restarts at 10:15, and stops at 10:20. The allowance time stops at 10:25; however, provided that the OAT remains constant or increases and that no precipitation restarts after the end of the allowance time at 10:25, the aircraft may take off without any further action up to 11:30. d) On the other hand, if Type IV anti-icing fluid is applied with a start of application time of 10:00, OAT is 0C, light ice pellets mixed with freezing drizzle falls until 10:10, stops and restarts at 10:30, with the allowance time stopping at 10:25, the aircraft may not take off, no matter how short the time or type of precipitation after 10:25, without being deiced and anti-iced if precipitation is present. Table 10 ICE PELLETS ALLOWANCE FOR WINTER 2009/2010
OPERATIONS MANUAL
air italy
Section C1 C2 C3 C4 C5 C6 C7 C8 C9 C10 C11 C12 C13 C14 C15 C16 C17 C18 C19 C20 C21 C22 Form nr 205 206 207 208 209 210 211 212 213 214 215 216 217 218 219 220 221 222 223 224 573 226
GENERAL BASIC C FORMS FORM TITLE AIR SAFETY REPORT
A C.0 1 30 May 10
PAX DISTURBANCE REPORT GENERAL DECLARATION DEATH DECLARATION BIRTH DECLARATION EXTREMIS MARRIAGE - ITA AIRCRAFT TECHNICAL DATA SUMMARY FLYING STAFF ACCIDENT REPORT - ITA WILL DECLARATION - ITA VAR 1 LETTER TO THE GENERAL MANAGER MATRIX REPORTABLE SECURITY INCIDENT ALTITUDE DEVIATION REPORT NAVIGATION ERROR INVESTIGATION WAKE TURBULENCE REPORT ETOPS WORKSHEET UNAUTHORISED SMOKING ON BOARD ICAO FLIGHT PLAN PRE COMMAND COURSE ASSESSMENT VOYAGE AND DUTY HOURS REPORT DANGEROUS GOODS INCIDENT/ACCIDENT CREW REST LOCATION
App C.0 - LIST OF FORMS
OPERATIONS MANUAL
air italy
Section C23 C24 C25 C26 C27 C28 C29 C30 C31 C32 C33 C34 C35 C36 C37 C38 C39 C40 C41 C42 C43 Form nr 227 228 229 230 231 215 020 030 554A 555A 551 552 556A 558A 559A 568 570 571 564D 301 305
GENERAL BASIC C FORMS FORM TITLE
A C.0 2 30 May 10
PILOT APPLICATION FORM FDP EXTENSION OFF-BASE REST REDUCTION CABIN DEFECT LOG - GUIDANCE TECH LOG BOOK FILLING INSTRUCTION ON BOARD DFO Doc List IIN BIRD STRIKE REPORTING FORM VIOLATION TYPE 2 VIOLATION TYPE 1 SECURITY SEARCH CHECKLIST TYPE A SECURITY SEARCH CHECKLIST TYPE B NOTIFICATION OF SMOKING VIOLATION B767 SEALING AIRPORT SECURITY STANDARDS CHECKLIST B767-200 SEALING SECURITY CHECK USA VOLOUNTARY SAFETY REPORT B737 SEALING TAKE OFF DATA OCA WORKSHEET
App C.0 - LIST OF FORMS
OPERATIONS MANUAL
air italy
GENERAL BASIC C FORMS
A C.1 1 16 Jul 08
App C.1 - AIR SAFETY REPORT FORM 205 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.1 2 16 Jul 08
App C.1 - AIR SAFETY REPORT FORM 205 Dated 15 May 05
OPERATIONS MANUAL
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Flight
A C.2 1 16 Jul 08
PAX DISTURBANCE REPORT Registration Date
LEVEL 2 after verbal warning given (level 1) Passenger Information Name (If poss) Seat
Nationality (If poss)
Passport (country & n if poss)
Address (If poss)
Description of incident App C.2 - PAX DISTURBANCE REPORT FORM 206 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.2 2 16 Jul 08
Captains name
Employee
Phone
Signature
LEVEL 3 Name
Witnesses (Witness can be another crew member) Seat Phone
Address
Name
Seat
Phone
Address
C/A (Involved) name
Employee number
App C.2 - PAX DISTURBANCE REPORT FORM 206 Dated 15 May 05
OPERATIONS MANUAL
air italy
Phone
A C.2 3 16 Jul 08
Signature
Date Senior Cabin Crew provides this portion to passenger as a level 2 warning Flight Name Seat
You have failed to observe the instructions of the carrier. In addition your behaviour may be in violation with the law. Your immediate cooperation is required if you wish to avoid prosecution and removal from this aircraft at the next point of arrival. The international aviation regulations prohibit for example the following: Smoking in the cabin or in the lavatories. Interference with an airline crew member or creating any disturbance affecting the flight safety Drinking any alcoholic beverage unless served by a crewmember. If you do not refrain from these activities, you will be delivered to the Police on arrival. INFORMATION Air Italy OCC Tel._______________/ Fax____________-
Flight
Registration
Date
LEVEL 2 after verbal warning given (level 1) Passenger Information Name (If poss) Seat
Nationality (If poss) Address (If poss) Description of incident
Passport (country & n if poss)
OPERATIONS MANUAL
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Captains name Phone LEVEL 3 Name Address Name Address C/A (Involved) name
A C.2 4 16 Jul 08
Employee Signature Witnesses (Witness can be another crew member) Seat Phone
Seat
Phone
Employee number
Phone
Signature
Versione Italiana Senior Cabin Crew consegna questa parte al passeggero al level 2 warning Data Volo Nome Posto Lei non ha osservato le istruzioni impartiteLe. Inoltre il suo atteggiamento potrebbe essere in disaccordo con le leggi vigenti. Se vuole evitare che azioni legali nei suoi confronti siano intraprese e di essere sbarcato al prossimo scalo Lei invitato /a a cooperar e con le disposizioni impariteLe. Le regole internazionali inerenti il trasporto aereo proibiscono, a titolo desempio, i seguenti comportamenti: Fumare, a meno di voli fumatori ed esclusivamente quando consentito e seduti nei posti fumatori Interferire con gli equipaggi o creare disturbi che possono avere riflessi sulla sicurezza Bere alcolici che non siano serviti dagli Assistenti di Volo Se Lei non si asterr dai suddetti comportamenti, sar consegnato/a alla Polizia Aeroportuale una volta atterrati. INFORMATION Air Italy OCC Tel._______________/ Fax____________-
OPERATIONS MANUAL
air italy
A C.3 1 16 Jul 08
Operator.. Marks of Nationality and RegistrationFlight N.Date. Departure from...Arrival at.... (Place and Country) (Place and Country) FLIGHT ROUTE (PLACE Column always to list origin, every en-route stop and destination)
PLACE
TOTAL NUMBER OF CREW

(To be completed only when required by the state)
NUMBER OF PASSENGERS ON THIS STAGE

(To be completed only when required by the state. Not to be completed when passenger manifests are presented)
... ... ... ... ... ... ... ... ...
Departure Place Embarking... Through on the same flight Arrival Place Disembarking..... Through on the same flight .Cargo Manifests attached
DECLARATION OF HEALTH
Persons on board known to be suffering from illness other than airsickness or the effects of accidents, as well as those cases or illness disembarked during the flight.
FOR OFFICIAL USE ONLY
Any other conditions on board which may lead to the spread of disease. Details of each disinsecting or sanitary treatment (place, date, time and method) during the flight. If no disinsecting has been carried out during the flight give details of most recent disinsecting.
Signature (if required)... Crew member concerned I declare that all statements and particulars contained in this General Declaration, and in any supplementary forms required to be presented with this General Declaration are complete exact and true to the best of my knowledge and that all through passengers will continue/have continued on the flight. . Authorised Agent or Pilot-in-Command
App C.3 - GENERAL DECLARATION FORM 207 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.3 2 16 Jul 08
App C.3 - GENERAL DECLARATION FORM 207 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.4 1 15 Apr 10
DICHIARAZIONE DI MORTE AVVENUTA A BORDO (1) Io sottoscritto ............................................................. (nome e cognome) a ................................................................................ nato il ........................................... e residente a ................................
in possesso del brevetto ....................................................................................................... Comandante dellaeromobile ..................................... (tipo) Il giorno ........................ (in lettere) del mese di ...................... (in lettere) dichiaro che:
dellanno ....................................... (in lettere) a bordo dellaeromobile suddetto,
alle ore e minuti ......................................................... (in lettere)
in volo da .............................................................................................................................. decollato alle ore ....................................................... a ................................................... (luogo di destinazione) nato il ...........................................
deceduto il Sig. ....................................................... (nome e cognome) a ................................................................................ cittadinanza ..............................
residente a ...................................
coniugato (o vedovo) con Sig. ...................................... (nome e cognome) a ....................................................................
nato il ........................................................
residente a ............................................................................................................................ Lavvenuto decesso stato confermato dal Dott. ................................................................. (nome cognome e indirizzo) 2 presente a bordo ( ).
Data e sottoscrizione.
Da consegnare alla Direzione dAeroporto competente dopo aver annotato levento sul giornale di bordo. 2 Eventuale.
App C.4 - DEATH DECLARATION FORM 208 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.4 2 15 Apr 10
DECLARATION OF DEATH ON BOARD (3) I, ................................................................................. born on ......................................... (name and surname) (date of birth) in ................................................................................ resident in ..................................... (place of birth) (place of residence) licence nr ............................................................................................................................... Commander of the aeroplane .................................... (type of aircraft) On the .................. day (letters) of the month of ................. (letters) hereby declare that:
of the year .................................... (letters)
at ....................................................................... on board the aforementioned aeroplane, (time, in letters) flying from ............................................................................................................................. (take off at ................................................................ ) (take off time) Mr/Ms/Mrs .................................................................. (name and surname) in ................................................................................ (place of birth) citizenship ................................. to .................................................. (destination) born on ......................................... (date of birth) resident in ..................................... (place of residence)
married (widowed) to Ms/Mr .......................................... (name and surname) in ................................................................... (place of birth)
born on ...................................................... (date of birth)
resident in ......................................................................................... is deceased. (place of residence) Death has been confirmed by Dr. ......................................................................................... (name and address) 4 who was on board the aircraft ( ).
To be delivered to the Aerodrome Manager, after recording the event on the aircraft logbook 4 If applicable App C.4 - DEATH DECLARATION FORM 208 Dated 15 May 05
air italy
.
C FORMS SCHEMA DI DICHIARAZIONE DI NASCITA
A C.5 1 15 Apr 10
Io sottoscritto .............................................................
(nome e cognome)
nato il ........................................... residente a ...................................
a ................................................................................ in possesso del brevetto ............................................

(estremi)
Comandante dellaeromobile .....................................

(tipo)
dichiaro che: dellanno .......................... a bordo

(in lettere)
Il giorno ........................
(in lettere)
del mese di ......................

(in lettere)
dellaeromobile suddetto in volo da ........................... alla presenza dei testimoni Sig. ............................................................................
(nome e cognome)
a ...................................................
a ................................................................................
di professione ....................................................................................................................... e Sig. .........................................................................

(nome e cognome)
a ................................................................................ di professione ............................................................

(tipo)
la Sig.ra ......................................................................
(nome e cognome)
nata il ........................................... residente a ...................................
a ................................................................................ di professione ............................................................
ha dato alla luce un bambino di sesso ........................................ A questo bambino che mi stato presentato e della cui nascita e sesso mi sono accertato stato imposto il nome di ..................................................................................................... Il presente atto viene letto agli intervenuti, i quali insieme a me lo sottoscrivono. Data e sottoscrizione.
App C.5 - BIRTH DECLARATION FORM 209 Dated 15 May 05
air italy
.
C FORMS DECLARATION OF BIRTH ON BOARD
A C.5 2 15 Apr 10
I, ................................................................................. (name and surname) in ................................................................................ (place of birth)
born on ......................................... (date of birth) resident in ..................................... (place of residence)
licence nr ............................................................................................................................... Commander of the aeroplane .................................... (type of aircraft) On the .................. day (letters) of the month of ................. (letters) hereby declare that: of the year .................................... (letters)
at ....................................................................... on board the aforementioned aeroplane, (time, in letters) flying from .................................................................. in the presence of the following witnesses Mr/Ms/Mrs .................................................................. (name and surname) in ................................................................................ (place of birth) and Mr/Ms/Mrs ........................................................... (name and surname) in ................................................................................ (place of birth) Ms/Mrs ....................................................................... (name and surname) in ................................................................................ (place of birth) has given birth to a male/female baby I have ascertained the birth and sex of said child. to .................................................. born on ......................................... (date of birth) resident in ..................................... (place of residence) born on ......................................... (date of birth) resident in ..................................... (place of residence) born on ......................................... (date of birth) resident in ..................................... (place of residence)
The baby will be named ......................................................................................................... This form has been read to the witnesses and the mother.
Place, date and signatures
App C.5 - BIRTH DECLARATION FORM 209 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.6 1 16 Jul 08
ATTO DI MATRIMONIO IN EXTREMIS Il giorno ........................ del mese di ...................... dellaeromobile .........................................................
(tipo)
dellanno .......................... a bordo proveniente da ............................
e diretto a .................................................................. alle ore ......................................... dinanzi a me (Comandante dellaeromobile) ........................................................................

(nome e cognome)
nato il ......................................................................... a ................................................... residente a ............................................................................................................................ in possesso del brevetto .......................................................................................................

(estremi)
assistito dai testimoni, Sig. ...................................................................................................

(nome e cognome)
nato il ......................................................................... residente a ................................................................. e Sig. .........................................................................

(nome e cognome)
a ................................................... di professione ............................... nato il ............................................
a ................................................................................ residente a ................................... di professione ....................................................................................................................... SONO COMPARSI Il Sig. ........................................................................

(nome e cognome)
nato il ........................................... residente a ................................... della cui identit mi sono accertato e la Sig.na .................................... nata il ...........................................
a ................................................................................ di professione ............................................................ tramite ....................................................................... ...................................................................................

(nome e cognome)
a ................................................................................ residente a ................................... di professione ............................................................ della cui identit mi sono accertato tramite .................................................................................................................................. I predetti mi hanno dichiarato che poich il Signor / la Signorina ......................................... ...................................................................... Versa in imminente pericolo di vita,
(nome e cognome)
intendono ottenere la celebrazione del matrimonio in extremis. Io Comandante, proceduto allaccertamento che il Signor / la Signorina .............................. ...................................................................... Si trova effettivamente in imminente
(nome e cognome)
pericolo di vita, ho invitato i Signori ......................................................................................

(nome e cognome)
e ................................................................... a dichiarare, sotto vincolo di giuramento che non esistevano tra loro impedimenti al matrimonio; il Signor ......................................... ..................................................... e la Signorina .............................................................
(nome e cognome) (nome e cognome)
hanno giurato in conformit. Dopodich ho dato lettura agli sposi degli Artt. 143-144-147 del Codice Civile; ho chiesto e ottenuto da ciascuna delle due parti personalmente, luna dopo laltra, la dichiarazione che essi si volevano prendere rispettivamente in marito ed in moglie, ed ho dichiarato infine che essi sono uniti in matrimonio. App C.6 - EXTREMIS MARRIAGE FORM 210 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.6 2 16 Jul 08
143.* Diritti e doveri reciproci dei coniugi. Con il matrimonio il marito e la moglie acquistano gli stessi diritti e assumono i medesimi doveri [cost. 29] (1). Dal matrimonio deriva lobbligo reciproco alla fedelt, allassistenza morale e materiale [1461], alla collaborazione nellinteresse della famiglia a alla coabitazione [1071; c.p. 570]. Entrambi i coniugi sono tenuti, ciascuno in relazione alle proprie sostanze e alla propria capacit di lavoro professionale o casalingo, a contribuire ai bisogni della famiglia [1071, 1462, 186 lett. c., 315] (2). (1) Ma v. 3164 c.c. (2) Articolo cos sostituito dallart. 24 l. dir. fam. V. Codice Civile. 143-bis. Cognome della moglie. La moglie aggiunge al proprio cognome quello del marito e lo conserva durante lo stato vedovile, fino a che passi a nuove nozze [156-bis] (1). (1) Articolo aggiunto dallart. 25 l. dir. fam. Ma v. art. 52 l. sciogl. matr. 143-ter.* Cittadinanza della moglie. La moglie conserva la cittadinanza italiana, salvo sua espressa rinunzia, anche se per effetto del matrimonio o del mutamento di cittadinanza da parte del marito assume una cittadinanza straniera [prel. 18, 192; att. 36] (1). (1) Articolo aggiunto dallart.25 l. dir. fam. V. anche art. 219 l. dir. fam. e art. 10 l. 13 giugno 1912, n. 555, sulla cittadinanza. 144.* Indirizzo della vita familiare e residenza della famiglia. I coniugi concordano tra loro lindirizzo della vita familiare e fissano la residenza della famiglia secondo le esigenze di entrambi e quelle preminenti della famiglia stessa [cost. 29]. A ciascuno dei coniugi spetta il potere di attuare lindirizzo concordato [107] (1). (1) Articolo cos sostituito dallart. 26 l. dir. fam. V. Codice Civile. 147.* Doveri verso i figli. Il matrimonio impone ad ambedue i coniugi lobbligo di mantenere, istruire ed educare la prole tenendo conto delle capacit, dellinclinazione naturale e delle aspirazioni dei figli [107, 261, 279, 330, 333; c.p. 570, 571, 572; cost. 30] (1) (2). (1) Articolo cos sostituito dallart. 29 l. dir. fam. V. Codice Civile.
App C.6 - EXTREMIS MARRIAGE FORM 210 Dated 15 May 05
OPERATIONS MANUAL
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A C.7 1 30 May 10
AIRPLANE DATA SUMMARY

Type B-737-33A B-737-3Q8 B-737-430 B-737-430 B-737-36N WL B-737-36N WL B-737-7GL WL B-737-84P WL B-767-200ER B-767-200ER B-767-300ER B-767-300ER Registration Serial Number I-AIGL I-AIGM EI-COK D-AGMR EI-IGR EI-IGS I-AIGP I-AIGN I-AIGH I-AIGI I-AIGJ I-AIGG 23636 24299 27003 27007 28561 28562 37233 35074 23973 23974 28039 28041 MTOW 61,234 Kg 62,142 Kg 62,820 Kg 62,820 Kg 61,230 Kg 61,230 Kg 61,998 Kg 75,976 Kg 172,365 Kg 172,365 Kg 186,880 Kg 186,880 Kg Config Max. 148Y 146Y 162Y 162Y 148Y 148Y 149Y 186Y 8C/156Y 246Y 12C/241Y 246Y 12C/241Y 328/302Y 12C/274Y 328/302Y 12C/274Y
Configuration max indicate the max number of pax for each type of layout. Some of this seat could be removed in order to allocate the space for the crew rest. In case of configuration changes following documents and Manuals must be amended: OM Part A Appendix C7 OM Part C Chapter 3 (section applicable for the type of aircraft) OEW Table on board the aircraft located on Take Off analysis Manual Balance Table on board the aircraft located on windshield checklist holder. Loadsheet form
Apx C.7 - AIRCRAFT TECHNICAL DATA SUMMARY FORM 211 Dated 15 May 05
OPERATIONS MANUAL
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A C.7 2 30 May 10
Apx C.7 - AIRCRAFT TECHNICAL DATA SUMMARY FORM 211 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.8 1 16 Jul 08
RELAZIONE INFORTUNIO PERSONALE NAVIGANTE
NOTE ESPLICATIVE PER LA COMPILAZIONE DEL MODULO ALLEGATO
Per infortuni avvenuti a bordo dellaeromobile, il presente modulo deve essere compilato dal Comandante in ogni sua parte, mentre per gli infortuni avvenuti in altre sedi (zona aeroportuale, addestramento ecc), il modulo deve essere compilato dagli Enti interessati secondo quanto previsto nella procedura Denuncia infortuni sul lavoro occorsi al Personale Navigante.
Al fine di rilevare le reali cause dellinfortunio, necessario svolgere unaccurata indagine, prendendo in esame ogni elemento che possa risultare utile allo scopo.
Le informazioni contenute nella Parte A del modulo devono essere trasmesse da parte dellEnte competente, risultante nella pagina 2 della procedura citata, nel pi breve tempo possibile (non oltre le 24 ore) via telex a tutti gli Enti indicati nellapposito spazio. Per infortuni occorsi in volo, copia del modulo firmata dal Responsabile di Scalo verr trattenuta dal Comandante ad uso documentazione interna.
N.B. Per infortunio si intende ogni evento dovuto a causa fortuita violenta ed esterna che provoca lesioni al corpo, che abbiano come conseguenza la morte, linvalidit permanente o linvalidit temporanea.
App C.8 - CREW ACCIDENT REPORT FORM 212 Dated 15 May 05
OPERATIONS MANUAL
air italy
RELAZIONE INFORTUNIO PERSONALE NAVIGANTE
A C.8 2 16 Jul 08
Cognome e Nome
___________________________________ Matric.
Ente Appartenenza ___________________________________________ Data infort. Ora N. Volo Tratta
Descrizione dellinfortunio ______________________________________________________________________________________ ______________________________________________________________________________________ ______________________________________________________________________________________ ______________________________________________________________________________________

TESTIMONI ________________________________ Matric. ATTENZIONE: le suelencate informazioni devono essere subito trasmesse via telex allUFFICIO PERSONALE, THIENE _______________________ Matric. RISERVATO ALLINFERMERIA Probabile diagnosi ___________________________________________________ ___________________________________________________
1.
2.
3.
4.
5.
6.
LUOGO DELLINFORTUNIO 1.1. A bordo dellaeromobile 1.2. Taxi/mezzo sociale 1.3. Hotel 1.4. Zona aeroportuale 1.5. Altro _________________ TIPO DI AEROMOBILE 2.1. A 320 2.2. Altro _________________ FASE DEL VOLO 3.1. Prima della partenza 3.2. Durante il rullaggio 3.3. Durante il decollo 3.4. In volo 3.5. Durante latterraggio 3.6. Dopo il blocco a/m POSIZIONE NELLAEROMOBILE 4.1. Cockpit 4.2. Galley 4.3. Cabina passeggeri 4.4. Toilette 4.5. Botola vano elettrico 4.6. Altra FASE DEL SERVIZIO 5.1. Imbarco 5.2. Briefing di sicurezza 5.3. Turno di servizio 5.4. Preparazione servizio 5.5. Servizio bevande 5.6. Servizio spuntino 5.7. Servizio pasto principale 5.8. Riordino attrezzature 5.9. Altra _________________ ATTREZZATURA IMPLICATA 6.1. Macchina per caff
7.
8.
Dove stato avviato per le cure? ________________________ Data e ora __________________________________________ 8.10. Urtando contro oggetti 6.2. Riscaldatore acqua 8.11. Colpito da oggetti 6.3. Forno 8.12. Compresso tra oggetti 6.4. Carrello pasti 8.13. Altra _________________ 6.5. Carrello bevande 9. SEDE DI LESIONE 6.6. Altri carrelli 9.1. Testa 6.7. Bagaglio passeggeri 9.2. Volto 6.8. Porte compartimento 9.3. Occhio cabina 9.4. Orecchio 6.9. Porte cabina 9.5. Braccio 6.10. Strapuntino A/V 9.6. Spalla 6.11. Poltrona passeggeri 9.7. Mano 6.12. Cappelliera 9.8. Dita 6.13. Contenitori 9.9. Schiena 6.14. Sportelli 9.10. Torace 6.15. Sigillo doganale 9.11. Gamba 6.16. Altra _________________ 9.12. Ginocchio PRESUNTA CAUSA 9.13. Piede 7.1. Improvvisa fermata 9.14. Dita del piede 7.2. Pressurizzazione 9.15. Altra _________________ aeromobile 10. NATURA DELLA LESIONE 7.3. Pericolosa azione di 10.1. Contusione passeggeri 10.2. Ustione 7.4. Pericolosa azione di altri 10.3. Taglio lavoratori 10.4. Abrasione 7.5. Atterraggio duro 10.5. Distorsione 7.6. Turbolenza 10.6. Schiacciamento 7.7. Altra _________________ 10.7. Frattura FORMA DINFORTUNIO 10.8. Lussazione 8.1. Inginocchiandosi 10.9. Stiramento 8.2. Accovacciandosi 10.10. Lesione oculare 8.3. Sollevando 10.11. Altra __________ 8.4. Tirando 11. ETA INFORTUNATO 8.5. Spingendo 11.1. 20-30 8.6. Allungando 11.2. 30-40 8.7. Cadendo dallalto 11.3. 40-50 8.8. Scivolando 11.4. OLTRE 50 8.9. Inciampando Data
Firma del Comandante (o del Capo Ente che compila il modulo)
Firma dellincaricato di scalo Che riceve la segnalazione
___________________________________ ___________________________________
App C.8 - CREW ACCIDENT REPORT FORM 212 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.9 1 16 Jul 08
TESTAMENTO REDATTO A BORDO Il giorno ............................... del mese di ............................... dellanno .................................... a bordo dellaeromobile ........................................................................... proveniente da ........................................ (tipo) ............................................................................ e diretto a .......................................................................... dinanzi a me, Comandante dellaeromobile, Sig. ................................................................................................ (nome e cognome) nato il ........................................................................................... a ............................................................... residente a ........................................................................................................................................................... in possesso del brevetto ...................................................................................................................................... (estremi) assistito dai testimoni, Sig. .................................................................................................................................. (nome e cognome) nato il ........................................................................................... a ............................................................... residente a ................................................................................... di professione .......................................... e Sig. ............................................................................................ nato il ........................................................ (nome e cognome) a ................................................................................................... residente a ............................................... di professione ...................................................................................................................................................... E COMPARSO Il Sig. ........................................................................................... nato il ....................................................... (nome e cognome) a ................................................................................................... residente a ............................................... di professione .............................................................................. (di cui mi fa/fanno fede il testimone/i testimoni), il quale dichiara di voler comporre testamento nei modi di legge. Aderendo alla richiesta, traduco per iscritto la volont del testatore, il quale dichiara: (si riportano le dichiarazioni del testatore in merito agli eredi, testatori, ecc.) ............................................................................ .............................................................................................................................................................................. .............................................................................................................................................................................. A dichiarazioni ultimate io Comandante ho dato lettura del presente atto in presenza del testimone / dei testimoni che insieme a me lo sottoscrive / sottoscrivono alle ore ...................................................................... Sottoscrizione del testatore ................................................................................................................................. Sottoscrizione del testimonio / dei testimoni ....................................................................................................... .............................................................................................................................................................................. Sottoscrizione del Comandante .......................................................................................................................... Nel caso in cui testatore o i testimoni non possono sottoscrivere, necessario che il Comandante ne indichi la ragione prima della lettura dellatto. Per cui se ne dovr fare menzione come segue: Io Comandante do atto che il testatore Sig. ........................................................................................................ (nome e cognome) e/o il testimone / testimoni Sig. ............................................................................................................................ (nome e cognome) e Sig. .............................................................................................. si trovano nella impossibilit di (nome e cognome) sottoscrivere perch: ........................................................................................................................................... .............................................................................................................................................................................. (spiegare le ragioni) Io Comandante ho dato quindi la lettura del presente atto al testatore alla presenza, ecc. ............................... ..............................................................................................................................................................................
App C.9 - WILL DECLARATION FORM 213 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.9 2 16 Jul 08
App C.9 - WILL DECLARATION FORM 213 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.10 1 16 Jul 08
SPECIAL AIR-REPORT OF VOLCANIC ACTIVITYTo be used for post-flight reporting
VAR
Aircraft identification Operator: (as per item 7 of flight plan): Pilot in command: Dep. From. Date. Time.. UTC . . Arr. at.. Date. Time.. UTC Addressee AIREP SPECIAL 1. 2. 3. 4. 5. Section 1 Aircraft identification Position Time Flight level or altitude VOLCANIC ACTIVITY (position or bearing and distance from aircraft) OBSERVED AT 6. Air temperature 7. Spot wind 8. Supplementary information (Brief description of activity including vertical and lateral extent of ash cloud, horizontal movement, rate of growth, etc. as available) The following information is not for transmission by RTF TICK 9. Density of ash cloud (a) wispy THE APPROPRIATE BOX (b) moderate dense 10. Colour of ash cloud (a) white (d) black 11. Eruption 12. Position of activity Section 2 (a) continuous (a) summit (d) multiple 13. Other observed features of eruption (a) lighting (d) ash fall out (b) intermittent (b) side (e) not observed (b) glow (e) mushrooming cloud 14. Effect on aircraft (a) communic. (d) pitot static (g) nil 15. Other effects (a) turbulence (d) ash deposits 16. Other information (Add any information considered useful.) (b) St. Elmos Fire (c) fumes (b) nav. Systems (e) windscreen (c) engines (f) windows (c) large rocks (f) nil (c) not visible (c) single (b) light grey (c) dark grey (c) very dense
App C.10 - VAR 1 FORM 214 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.10 2 16 Jul 08
App C.10 - VAR 1 FORM 214 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.11 1 16 Jul 08
Lettera all'Amministratore Delegato / Letter to the General Manager

I VOSTRI COMMENTI SONO DECISIVI! / WE VALUE YOUR OPINIONS! N. Volo/Flight N. __________________ Da/From: __________________________ Classe/Class: Business Economy Data / Date ____/____/____ a/to: __________________
Osservazioni / Remarks:
Mittente/Name: _______________________________________________________________________ Indirizzo/Address: ____________________________________ CAP/ZIP: ____________ Citt/City: _________________________ Telefono/Phone nbr: __________________
AIR ITALY CORSO SEMPIONE N 111 21013 GALLARATE (VA), ITALY TEL: +39 ., FAX: +39..
Paese/Country: _____________________ e-mail: ____________________________
App C.11 - LETTER TO THE GENERAL MANAGER FORM 215 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.11 2 16 Jul 08
App C.11 - LETTER TO THE GENERAL MANAGER FORM 215 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.12 1 15 Dec 09
INCIDENTS
MATRIX REPORTABLE SECURITY INCIDENT Urgency of Contact(1) Reporting Capt. E.Cavallotti Emerg.+39 340 500 7468 Office: +39 0331 211380 Fax: +39 0331 211380 enrico.cavallotti@airitaly.it Capt. E.Cavallotti Immediate
Discovering of hijacking or attempted hijacking.
Immediate
Discovering of a weapon on board an aircraft.
Discovery of a weapon at the passenger screening checkpoint or carrier facilities. Discovery of an explosive substance or incendiary device on board an aircraft. Explosion on an aircraft. * (2) Specific threat against an aircraft, flight or air carrier facility.
Capt. E.Cavallotti Immediate
Capt. E.Cavallotti Immediate
Capt. E.Cavallotti Immediate Capt. E.Cavallotti Immediate
(1) All are emergency numbers, in case of being unable to contact these numbers or the responsible is not in office or reachable, call these numbers: +39 0331 211340 OCC +39 340 9822030 OCC Emergency Mobile +39 348 1302742 Capt. Graziano Guzzinati FOPH (2) Unless it is a result of an accident (3) Contact Air Italy OCC (+39 0331211340) within the firs t hour afte r the incident. Within 2 hours fax a written detailed report to Capt Cavallotti. App C.12 - MATRIX REPORTABLE SECURITY INCIDENTS - FORM 560 Dated 05 May 06
OPERATIONS MANUAL
air italy
A C.12 2 15 Dec 09
MATRIX REPORTABLE SECURITY INCIDENTS DATE:_______________FILE NUMBER OF ORIGINATOR____________ ORIGINATOR:_______________________________________________ ADDRESS:__________________________________________________ PHONE:_______________________FAX:_________________________ @-mail:_____________________________________________________ PLACE OF INCIDENT:_________________________________________ TIME:______________________________________________________ DESCRIPTION OF INCIDENT: (Describe the events leading to, during and resulting from the security incident. Detail action taken). __________________________________________________________________________________ __________________________________________________________________________________ __________________________________________________________________________________ __________________________________________________________________________________ __________________________________________________________________________________ __________________________________________________________________________________ __________________________________________________________________________________ __________________________________________________________________________________ __________________________________________________________________________________ __________________________________________________________________________________ __________________________________________________________________________________ __________________________________________________________________________________ __________________________________________________________________________________ __________________________________________________________________________________ __________________________________________________________________________________ __________________________________________________________________________________ __________________________________________________________________________________ _________________________________________________________________________________ REPORT FORWARDED TO:____________________________________ DATE (AND TIME IF PHONED IN)_______________________________ _________________________ SIGNATURE OF ORIGINATOR ____________________ DATE
App C.12 - MATRIX REPORTABLE SECURITY INCIDENTS - FORM 560 Dated 05 May 06
OPERATIONS MANUAL
air italy
A C.13 1 16 Jul 08
Altitude Deviation Report Form (NAT-MNPS Operations)

MESSAGE FORMAT FOR A REPORT TO THE CENTRAL MONITORING AGENCY OF AN ALTITUDE DEVIATION OF 300 FT OR MORE, INCLUDING THOSE DUE TO TCAS, TURBULENCE AND CONTINGENCY EVENTS
1. REPORT OF AN ALTITUDE DEVIATION OF 300 FT OR MORE 2. REPORT AGENCY 3. DATE AND TIME 4. LOCATION OF DEVIATION 5. RANDOM / OTS1 6. FLIGHT IDENTIFICATION AND TYPE 7. FLIGHT LEVEL ASSIGNED 8. OBSERVED / REPORTED1 FINAL FLIGHT LEVEL2 MODE "C" / PILOT REPORT1 9. DURATION AT FLIGHT LEVEL 10. CAUSE OF DEVIATION 11. OTHER TRAFFIC 12. CREW COMMENTS WHEN NOTIFIED 13. REMARKS3
1) State one of the two choices 2) In the case of turbulence, state extent of deviation from cleared flight level 3) In the event of contingency action, indicate whether prior clearance was given and if contingency procedures were followed
When completed send this form to:
North Atlantic Central Monitoring Agency National Air Traffic Services Limited T8G7, One Kemble Street London WC2B 4AP United Kingdom
App C.13 - ALTITUDE DEVIATION REPORT FORM 217 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.13 2 16 Jul 08
App C.13 - ALTITUDE DEVIATION REPORT FORM 217 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.14 1 16 Jul 08
Navigation Error Investigation Form (NAT-MNPS Operations)

(Name and address of reporting agency):
Please complete parts 2 and 3 (and part 4 if applicable) of this investigation form. A copy, together with copies of all relevant flight documentations (fuel flight plan, atc flight plan and atc clearance) should then be returned to the above address and also to: The North Atlantic Central Monitoring Agency, National Air Traffic Services Limited, T8G7 One Kemble Street, London WC2B 4AP, England. Part 1 - General Information Operator's name
Aircraft Identification
Date/time of observed deviation
Position (latitude and longitude)
Observed by (ATC unit)
Aircraft flight level Part 2 - Details of Aircraft and Navigation Equipment Fit Number Type Single Dual Triple Model No Navigation system Programme No State which system coupled to autopilot Aircraft Registration and Model/Series App C.14 - NAVIGATION ERROR INVESTIGATION FORM 218 Dated 15 May 05 INS GNSS IRS/FMS OTHER (please specify)
OPERATIONS MANUAL
air italy
A C.14 2 16 Jul 08
Part 3 - Detailed description of incident Please give your assessment of the actual track flown by the aircraft and the cause of the deviation (continue on a separate sheet if required)
Part 4 - Only to be completed in the event of Partial or Full Navigation failure

Indicate the number of equipment units which failed Circle estimated longitude at which equipment failed Give an estimate of the duration of the equipment failure At which time did you advise ATC of the failure INS GNSS IRS/FMS OTHER
60W 55W 50W 45W 40W 35W 30W 25W 20W 15W 10W 5W 0E/W
Time of failure: Time of exit from MNPS: Duration of failure in MNPS:
App C.14 - NAVIGATION ERROR INVESTIGATION FORM 218 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.15 1 15 May 09
Wake Turbulence Report Form

For use by pilots involved in Wake Vortex incidents which have occurred in NAT MNPS Airspace. This information is requested by the North Atlantic Central Monitoring Agency and will be forwarded for inclusion in the UK National Air Traffic Services Limited Wake Vortex database. SECTION A DATE OF OCCURRENCE
TIME (UTC)
OPERATOR
FLIGHT NUMBER
* DAY / NIGHT AIRCRAFT TYPE & SERIES
REGISTRATION
AIRCRAFT WEIGHT (KG)
ORIGIN & DESTINATION
POSITION IN LAT & LONG
CLEARED TRACK CO-ORDINATES
FLIGHT LEVEL
SPEED/MACH NBR
FLIGHT PHASE:
WERE YOU TURNING? *CRUISE/CLIMB/DESCENT * YES / NO WAS ATC INFORMED?
DID YOU APPLY A TRACK OFFSET? * YES / NO MET CONDITIONS IMC
SIZE OF TRACK OFFSET?
* YES / NO Nautical Miles ACTUAL WEATHER DEGREE OF TURBULENCE WIND VISIBILITY CLOUD TEMPERATURE Km / C *LIGHT/MODERATE/SEVERE
/ VMC OTHER SIGNIFICANT WEATHER?
(*Circle the appropriate reply only) SECTION B 1. What made you suspect Wake Vortex as the cause of the disturbance? ____________________ _____________________________________________________________________________ _____________________________________________________________________________ _____________________________________________________________________________ 2. Did you experience vertical acceleration? * YES / NO
If YES please describe briefly _____________________________________________________ _____________________________________________________________________________ 3. What was the change in attitude? (please estimate angle) Pitch _______________ Roll ______________ Yaw _______________ * INCREASE / DECREASE
4. What was the change in height if any? ______________________
App C.15 - WAKE TURBULENCE REPORT FORM 219 Dated 15 May 05
OPERATIONS MANUAL
air italy
5 6 7 8 9 Was there buffeting? Was there stick shake? Was the Autopilot engaged? Was the Auto throttle engaged? What control action was taken? Please describe briefly
A C.15 2 15 May 09
*YES/NO *YES/NO *YES/NO *YES/NO
10 11 12
Could you see the aircraft suspected of causing the wake vortex? Did you contact the aircraft suspected of causing the vortex? Was the aircraft suspected of causing the vortex detected by TCAS? If YES to any of questions 10 to 12, what type of aircraft was it?
*YES/NO *YES/NO *YES/NO
and where was it relative to your position?
(Estimated separation distance) Were you aware of the preceding aircraft before the incident? OTHER INFORMATION 13 Have you any other comments that you think may be useful? *YES/NO
Signed Name (BLOCK CAPITALS) DATE
(*Circle the appropriate reply only) When complete send this form to: North Atlantic Central Monitoring Agency c/o National Air Traffic Services Room G41 Scottish & Oceanic Area Control Centre, Sherwood Road, Prestwick, Ayrshire - KA9 2NR natcma@nats.co.uk Page 2 of 2
App C.15 - WAKE TURBULENCE REPORT FORM 219 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.16 1 15 May 09
App C.16 - ETOPS WORKSHEET FORM 220 Dated 15 May 05
OPERATIONS MANUAL
air italy
TYPE TIME OF REPORT STATION
A C.16 2 15 May 09
WEATHER REPORT
App C.16 - ETOPS WORKSHEET FORM 220 Dated 15 May 05
air italy
OPERATIONS MANUAL
A C.17 1 30 May 10
TO CIVIL AVIATION AUTHORITY
.............................................. REPORT
I,
AIRPORT
........................................................., Commander of Air Italy flight nr

from
................,
date
................................ DECLARE
to
................................,
....................
1. that, during a normal security check of one of the aircraft toilets, accomplished immediately after said toilet had been used by the passenger Mr/Mrs/Ms
.......................................... smoke has been smelled by

the Purser, Mr/Mrs/Ms
..........................................;
Cabin Staff, Mr/Mrs/Ms ..........................................; concluding that the aforementioned passenger had smoked; 2. that the proibition to smoke on board the aircraft has been clearly stated many times in the safety demostration films and/or by cabin staff routine announcements during the pre-takeoff and climb phases of flight. Passengers have been informed about measures which would be adopted against them by Air Italy in case they engaged in dangerous and/or prohibited behaviour, including smoking on board the aircraft and tampering with toilets smoke detectors; 3. that smoke in the aircraft toilets is particulary dangerous because it makes almost impossible for cabin staff to perform the necessary checks and quickly take proper action in case of fire. Passengers have been duly informed of all of the above. I therefore consign Mr/Mrs/Ms .......................................... to the competent authority in order to ascertain the possible existence of illegal conduct.
Place and Date .......................................... Commanders Signature
..........................................
Attached: 1. Copy of cabin report ......................... date ......................................... 2. Identity of passenger............................................................................. 3. Address ................................................................................................................. Document: ........................................................................ App C.17 - UNAUTHORISED SMOKING ON BOARD FORM 221 Dated 15 May 05
air italy
OPERATIONS MANUAL
A C.17 2 30 May 10
App C.17 - UNAUTHORISED SMOKING ON BOARD FORM 221 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.18 1 16 Jul 08
App C.18 - ICAO FLIGHT PLAN FORM 222 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.18 2 16 Jul 08
App C.18 - ICAO FLIGHT PLAN FORM 222 Dated 15 May 05
OPERATIONS MANUAL
air italy
Part App Page Rev. 0
A. C.19 1 16 Jul 08
F/O Name: . EXAMINER: ...

Date DEP ARR
FLT time
Date
DEP
ARR
FLT time
Comments:
Examiner
signature: .
App C.19 PRE-COMMAND COURSE ASSESSMENT - FORM 223 DATED 14 OCTOBER 05
OPERATIONS MANUAL
air italy
Part App Page Rev. 0
A. C.19 1 16 Jul 08
App C.19 PRE-COMMAND COURSE ASSESSMENT - FORM 223 DATED 14 OCTOBER 05
OPERATIONS MANUAL
air italy
A C.20 1 15 May 09
App C.20 - VOYAGE AND DUTY HOURS REPORT FORM 224 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.20 2 15 May 09
Air Italy Pilot Voyage report fulfils all requirement of and substitutes the EU-OPS Journey log.
App C.20 - VOYAGE AND DUTY HOURS REPORT FORM 224 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.21 1 30 May 10
App C.21 DANGEROUS GOODS INCIDENT/ACCIDENT FORM 573 Dated 01 Apr 10
OPERATIONS MANUAL
air italy
A C.21 2 30 May 10
App C.21 DANGEROUS GOODS INCIDENT/ACCIDENT FORM 573 Dated 01 Apr 10
OPERATIONS MANUAL
air italy
A C.22 1 15 Dec 09
Location of Crew Rest for B757.

Valid for all Configuration
App C.22 - CREW REST LOCATION FORM 226 Dated 15 May 05
FWD
CREW REST
Pilot and Cabin Crew
OPERATIONS MANUAL
air italy
A C.22 2 15 Dec 09
Location of Crew Rest for B767-300

Valid for al Configuration
CREW REST
OPERATIONS MANUAL
air italy
A C.22 3 15 Dec 09
Location of Crew Rest for B767-200

Valid for all configuration
Crew rest Area N 6 orizontal bed
OPERATIONS MANUAL
air italy
A C.22 4 15 Dec 09
OPERATIONS MANUAL
air italy
A C.23 1 16 Jul 08
PILOT APPLICATION FORM

(CONFIDENTIAL WHEN COMPLETED) Photo
Air Italy Human Resources Office Family Name First Names Contact Address Contact Address in Italy Contact Telephone Nos Email Date of Birth Nationality Country of Permanent Residence Nationality at Birth E.U. Passport No. Expiry Date_____________Citizenship____________
Person to contact in case of emergency
Marital Status N of dependent children under 19
Single Separated
Married Divorced Date of Birth Date of Birth Date of Birth Date of Birth
School graduation details English language knowledge Italian language knowledge USA VISA Date of last medical check: Yellow fever vaccination: Date of issue: None____ Poor____ Excellent____ None____ Poor____ Excellent____ Date of issue Class: Date of Expiry: Satisfactory____ Satisfactory____ Date of expiry Good____ Good____
App C.23 - PILOT APPLICATION FORM FORM 227 Dated 15 May 05
OPERATIONS MANUAL
air italy
LICENCES Type IFR Brevetto 3 grado ACPL CFI (VFR) CFII (IFR) MEI (M.ENGINE) T. RATING(sch.9V) MCC (scheda 21) Scheda 14/22G ATPL1 ATPL2 Country
A C.23 2 16 Jul 08
No
Date of Issue
Date of Expiry
INITIAL FLYING TRAINING (To ACPL, ATPL or Military equivalent) Civilian/Military Training Organisation Countr y Qualification Yr.
Graduated
backwards)
EMPLOYMENT RECORD Employer (List from current employer
From M/Y
To M/Y
Aircraft Types
Position
Current Type
FLYING HOURS SUMMARY:Notes:(1). In Command time should only include the time when operating as the company nominated Pilot in Command. (2) For Military aircraft types use the common civilian name. (3) Where there is a substantial difference in variants of the same type (e.g. B737-200 & B737-300) list separately a b (a+b) (1) In Command CoTotal Simulato F/E, Navigator or 2nd Pilot r Officer. (1) Multi-Engine Jet Type Date Last Flown
SubTotal A
OPERATIONS MANUAL
air italy
Multi-Engine Turbo -Prop Type Date Last Flown
A C.23 3 16 Jul 08
SubTotal B S/E Military Jet C Multi-Engine Piston D S/E (Turbo Prop / Piston) E
TOTAL (A+B+C+D+E)
Rec/Dec
Helicopter EFIS Total Total Hours in the Last 12 Months Etops qualification and validity CAT II/III qualification and validity CRM qualification and validity Instructor/Examiner qualification Safety and Security Wet drill Route experience Long Haul
Cmd
EFIS aircraft types
Nat Nam
RVSM
Far East Domestic
Legend: IFR Brevetto 3 grado ACPT CFI/VFR CFII/IFR MEI/M.Engine T. Rating (sch. 9V) MCC (scheda 21) Scheda 14/22G ATPL1 ATPL2 S/E EFIS Instrument Flight Rules Aircraft Commercial Pilot Licence Certified flight instructor/Visual Flights rules Certified Flight Instrument instructor / Instrument Flight Rules Multi engine instructor Type Rating Multi crew coordination Airline transport Pilot Licence (if obtained in Italy) (if obtained outside Italy) Singol engine Electronic flight instrument system
OPERATIONS MANUAL
air italy
A C.23 4 16 Jul 08
NOTE: If there are not enough spaces in the boxes above please use the space below.
I certify that this application is true and correct to the best of my knowledge, and that if any falsification is found this will be grounds for the termination od application process or contract. Date:- _______ Signature ____________________
PLEASE DO NOT WRITE IN THIS AREA

DURATION AND TYPE OF PROPOSED CONTRACT
PERMANENT PART TIME TEMPORANY From: To: Duration: From: To:
POSITION PROPOSED
Senior Captain ______________________First Officer ____________________ Captain ______________________Second Officer____________________
air italy Form FO 23 Rev 0 Pilot Application Form 15 Mar 05
OPERATIONS MANUAL
air italy
A C.24 1 30 May 10
FDP EXTENSION FORM

Part A Aircraft Type: Cmdr Pilot Pilot Pilot F/A Date: COMMANDERS REPORT
B-737 B-757 B-767

CREW F/A F/A F/A F/A F/A
Flight Nr: F/A F/A F/A F/A F/A
hours
1 2
Part B Rotation information 1. Minimum rest prior to rotation : 2. Maximum rest prior to rotation : 3. Allowable FDP: LEG nr 1 2 3 4 5 6 SCHEDULED TIMES PLACE UTC Show time Off blocks Blocks on Off blocks Blocks on Off blocks Blocks on Off blocks Blocks on Off blocks Blocks on Off blocks Blocks on LT
minutes

LT
ACTUAL TIMES UTC Show time Off blocks Blocks on Off blocks Blocks on Off blocks Blocks on Off blocks Blocks on Off blocks Blocks on Off blocks Blocks on Actual FDP hrs
Planned total FDP Commanders discretion extension entity:

1 2
min
Insert minimum crewmembers rest prior to rotation. Insert maximum crewmembers rest prior to rotation.
App C.24 FDP EXTENSION FORM FORM 228 Dated 30 May 10
OPERATIONS MANUAL
air italy
Part C
A C.24 2 30 May 10
COMMANDERS REPORT
Date
Cmdrs Signature
FOPHs OBSERVATIONS and CORRECTIVE ACTIONS
Date
FOPHs Signature
Date sent to ENAC Signature
App C.24 FDP EXTENSION FORM FORM 228 Dated 30 May 10
OPERATIONS MANUAL
air italy
A C.25 1 30 May 10
OFF-BASE REST REDUCTION FORM

COMMANDERS REPORT Part A Aircraft Type: Cmdr Pilot Pilot Pilot F/A Date:
B-737 B-757 B-767

CREW F/A F/A F/A F/A F/A
Flight Nr: F/A F/A F/A F/A F/A
Part B UTC 1. FDP start time: 2. FDP end time LT
: :
hours
: :
mins
3. Rest entitled to: 4. Rest reduction entity: 5. Crewmember affected by rest reduction:
ALL
or
names reported below
App C.25 OFF BASE REST REDUCTION FORM FORM 229 Dated 30 May 10
OPERATIONS MANUAL
air italy
Part C
A C.25 2 30 May 10
COMMANDERS REPORT
Date
Cmdrs Signature
FOPHs OBSERVATIONS and CORRECTIVE ACTIONS
Date
FOPHs Signature
Date sent to ENAC Signature
App C.25 OFF BASE REST REDUCTION FORM FORM 229 Dated 30 May 10
OPERATIONS MANUAL
air italy
A C.26 1 16 Jul 08
Cabin Defects Book entries guidelines

1. Items contained in the following table can influence the Airworthiness of the aircraft. For this reason they must be reported in the Aircraft Technical Log Book (TLB). An entry into the Cabin Defects Log (QSC Quaderno Segnalazioni Cabina) can also be made if deemed necessary. PASSENGER CABIN Cabin crew seats Passenger address system (interphone/handset) Pax and emergency signs Emergency equipment Overhead stowage bin latches Doors TOILETTES Toilet door Lavatory door ashtrays Warnings/advise signal Waste bin PASSENGER SEATS Seat structure Seat Recline Seat belt Life Vest (Note: spare life vest can be used for replacement of missing life vest)
2. Items contained in the following table should not influence the Airworthiness of the aircraft. Anyhow, items must be review by the Commander and / or Maintenance Staff, as applicable. GALLEY PASSENGE Furnishings Working tables (stowed position) CABIN R TOILETTES PASSENGE SEATS Furnishings Doors (closed position) Nursery table (stowed position) R AUDIO/VIDEO SYSTEM Board equipment Boarding music Air show Videorecorder Videotapes Projectors
Furnishings Overhead stowage bin in closed position Board equipment EXCEPT IF Coffee makers CONTAINING Trash compactor (if EMERGENCY Installed) EQUIPMENT Ovens Curtains (stowed Boilers position or Refrigerator units missing) Carpets minor Service equipment defects Newspapers carts Window shades Folding Trays Board equipment Satellite phone system (if installed)
Seat Comfort Armrest cosmetics Footrest (stowed position) Magazine pocket Table (stowed position or missing) Seat entertainment Reading lights Audio seat remote controller Video seat remote controller
NOTE: This list is intended to be a guidance and is not a comprehensive list. Entry not covered, either partially or totally by the above tables must be reviewed by the Commander to ensure that the entry is not an Airworthiness and/or dispatch item which belongs in the Aircraft Log Book (QTB).
App C.26 - CABIN DEFECTS LOG ENTRIES GUIDELINES FORM 230 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.26 2 16 Jul 08
App C.26 - CABIN DEFECTS LOG ENTRIES GUIDELINES FORM 230 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.27 1 15 Apr 10
Apx C.27 - TECH LOG BOOK FILLING INSTRUCTIONS FORM 231 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.27 2 15 Apr 10
INTRODUCTORY NOTE: at the end of each filling instruction, the responsible personnel for that filling action is indicated in brackets in Italic, as follows: - (CFC) : Flight Crew of the Current Flight, as reported in the Technical Log Page (see Field No. 10) - (NFC) : Flight Crew of the Next Flight - (MC) : Maintenance Crew. May be personnel from Part 145 Maintenance Organisation of Air Italy or from other Approved/ Accepted Part 145 Organisations. Fields in light blue indicate what is required to be completed after flight by the CFC. Field No. 01 - A/C TYPE: fill with B757 or B767 as applicable (CFC) fill A/C REG. boxes with complete Aircraft Registration Marks, including dash between national acronym and individual marks (i.g. I-AIGA.) (CFC). Field No. 02 - DEP.: fill with IATA three letter Code of Station of Departure (CFC) ARR.: fill with IATA three letter Code of Station of Arrival (CFC). - FLIGHT No.: fill with the assigned Companys acronym and number of the flight (CFC). Field No. 03 - Date DD/MM/YY (UTC): fill DEP. with the date of beginning of Flight, Day/Month/Year (i.e. 14 04 02) in UTC (CFC) fill ARR. with the date of end of Flight, same format as Dep. (CFC). Field No. 04 - FLT DESCRIPTION: fill with the Type of Flight as follows J = Scheduled, C = Charter, K = Training, P = Positioning/ Non Revenue, Q = ACMI, T = Technical/ Test Flight, X = Technical/ Ferry Flight, N = Others (CFC). Field No. 05 - Dep. Delays: fill with time of delays (hour and minutes i.e. 1:10) and indicating their respective delay code (code 1, code 2, code 3) (CFC). NOTE:IATA delay codes are reported in the inner cover of the TLB Pad. Field No. 06 - BLOCK TIME (UTC) : fill BLK off with the time in UTC (hours and minutes, dual digits) when the A/C first moves from parking or docking area (CFC) fill BLK on with the time (same format) when the A/C arrives after landing at its assigned parking or docking area (CFC) fill BLK tot with the calculated total block-to-block time, hours and minutes (CFC). Times shall be rounded to the nearest five minutes. Field No. 07 - FLIGHT TIME (UTC) : fill T/OFF and LNDG with the exact time of Take-Off and final Landing in UTC (hours and minutes, dual digits) (CFC) fill FLT tot with the calculated total flight time (hours and minutes, dual digits) (CFC). Field No. 08 - LANDINGS G/A : fill upper boxes with the number of flight cycles performed during the Flight (actual T/O-Landing cycle and Touch-and-Go) fill lower boxes with number of go-arounds (if any) performed during the Flight (for info only)(CFC). Field No. 09 - TLB PAGE No.: Each page is univocally identified by the pre-printed combination of the Pad number and a Page number from 0001 to 9999. The Pad is identified by an alphanumeric combination ranging from A to Z. Each book is composed by 50 pages. Field No. 10 - COMMANDER/ CO-PILOT(S) : fill the two available lines with the names, in capital letters, of the Commander and Co-pilot (CFC). In case of reinforced crew, put the third name on the second line. Apx C.27 - TECH LOG BOOK FILLING INSTRUCTIONS FORM 231 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.27 3 15 Apr 10
Field No. 11 - ENGINE T/O RATING: as applicable, either fill the OAT and DE-R boxes with the actual OAT and assumed temperature respectively, in degree centigrade (CFC). Field No. 12 - SPECIAL AUTHOR. OPS.: cross the appropriate boxes when at least one sector of the Flight has been interested by a Special Authorisation Operation (CFC). NOTE 1: the fact that the TLB form shows all Special Authorisation Operations does not mean that the A/C Reg. Number you are flying is authorised for all such operations. In case of doubt, check A/C documentation and the Notice to Crew Form - 117 (CFC). Field No. 13 - AUTOLAND ACTUAL WEATHER COND.: cross the appropriate boxes to record the Actual Weather Conditions during an Autoland Approach (see Box 14) (CFC). Field No. 14 - AUTOLAND SYSTEM Status: fill when an Autoland Approach is performed, crossing either the box OK, if successful, or NOK (TECH or OTHER), when not successful for technical or operational reasons - When not successful for technical reasons, do make an entry in the Pilot Reports Column (Field No. 22) to clearly describe the failure occurred, then fill the See Item N. with the corresponding Item No. in Pilot Reports Column (CFC). Field No. 15 - FUEL USED (Kgs): fill ENG.1 and ENG.2 boxes with the actual fuel quantity, in Kgs, burnt by each engine at the end of the flight fill TOTAL box with the sum of above quantities (CFC or MC). Field No. 16 - OIL RECORD: fill Arrival/ LH ENG. and Arrival/ RH ENG. boxes with cockpit Engine Oil readings (Quarts of US Gallon) at the end of Flight (CFC or MC) - fill Uplift/ LH ENG. and Uplift/ RH ENG. boxes with the actual number of oil cans (Qts) used for uplift; zero in case of no uplift (CFC or NFC or MC) - fill Departure/ LH ENG. and Depart/ RH ENG. with wording FULL only in case of uplift, otherwise blank (CFC or NFC or MC). Field No. 17 - OIL UPLIFT: fill LH-IDG or RH-IDG boxes with the number of oil cans (Qts) used for uplifting of the Left or Right Integrated Driven Generator (MC) - fill A.P.U. box with the number of oil cans (Qts) used for uplifting of the Airborne Power Unit (MC). Note: 1 Can = 1 US Qts Field No. 18 - HYDR. OIL UPLIFT: fill (LH) , (C), (RH) boxes with the number of hydraulic oil cans (Qts) used for uplifting of Hydraulic System (MC). Field No. 19 - Item/ Part No. Off/ Serial No. Off/ Part No. On/ Serial No. On/ Tag No. On : fill Item no. box with reference to the corresponding Item No. of ACTION TAKEN column (see Fields 24) fill Part No. Off and Serial No. Off boxes with data of Component Removed - fill Part No. On and Serial No. On boxes with data of Component Installed fill Tag. No. On box with the number of Serviceable Tag attached to the Component Installed (MC). Field No. 20 (PILOT REPORTS/ MAINTENANCE REPORTS) : cross PILOT REPORTS? NIL box, in case of no reports (CFC). Field No. 21 (PILOT REPORTS/ MAINTENANCE REPORTS) : in case of reports, fill Item No. box with the progressive number of reports for that Flight (CFC or MC) fill DEFECT CODE box (non mandatory) with the code number of defect detected, when available (CFC or MC) cross PR box if the item refers to a Pilot Report (CFC) - cross MR box if the item refers to a Maintenance Report (MC).
OPERATIONS MANUAL
air italy
A C.27 4 15 Apr 10
Field No. 22 - (PILOT REPORTS/ MAINTENANCE REPORTS) : fill with a full description of defect found (CFC or MC) or of work to be performed (MC) NOTE 1: when more than four records are necessary, go to field 28 and cross Y, then continue on next pages by proceeding as follows on all subsequent pages: a) copy date of page one contained in Fields 1 and 2, b) cross-out the rectangle inscribing Fields Nos. 16, 17, 18, 31, 32, 33, 34 and 35 on all but last one subsequent pages, c) copy all data in the above Fields, if any, from page one and complete them as necessary on the last page. NOTE 2: when more lines are needed for the same report, continue on the lines of the field below. Field No. 23 - CABIN L/B - PIREPS Total No.: Cross Y or N boxes of CABIN L/B, whether items in the Cabin Log Book of the same Flight have been transferred or not to this TLB page (CFC) fill the relevant box with the total number of Pilot Reports (PIREPS) raised for that Flight (do refer to PR boxes of Field No. 21) (CFC) fill DATE line with day/ month/ year, dual digits (CFC) fill the COMM. SIGN. line with the signature of the Commander of the Flight (CFC). NOTE 1: when more than four PIREPS have been raised, and more TLB pages are necessary, do continue on next pages and fill this Field on the last page only. NOTE 2: the Commanders signature certifies the correctness of all his/ her entries done in all precedent boxes (light-blue fields) of the page(s), before Take Off, during Flight and after Landing. Field No. 24 - (ACTION TAKEN): fill ATA with ATA Chapter dual-digit number relevant to the system involved - cross the A.D.D. raised box if the defect has been deferred and update the Form ADD List Form - 155, to which the Allowable Deferred Defect (ADD) has been transferred (MC) fill A.D.D. cleared No. box with the corresponding ADD reported in the current Form ADD List, when the Action Taken refers to the clearance of a previous ADD (MC). Field No. 25 - (ACTION TAKEN) : fill these lines with a full description, including accurate reference to proper technical data and/or MEL, of the Action Taken against the corresponding Report (NFC or MC). NOTE 1: when more than four records or more lines for the same record are necessary, apply same procedure as per Field 22, NOTE 1 and 2. NOTE 2: when on site technical assistance is not available, the Commander may enter this Field, but only in case of aircraft despatching in accordance with A/C MEL or DDL and when so allowed by an approved Company procedure (NFC). Field No. 26 - CRS AUTH.(*)/ SIGN./ A.M.O./ DATE : fill the C.R.S. AUTH.(*), SIGN. and A.M.O. lines respectively with the maintenance licence number, the signature and the approval number of the Approved Maintenance Organisation (AMO) of the Certifying Staff, who performed the action of the corresponding ACTION TAKEN box (MC) fill DATE with day/ month/year, dual digits (NFC or MC). NOTE 1: Licence and AMO numbers should be normally substituted by the approved personal stamp of the Certifying Staff. NOTE 2: when the entry is performed by a Qualified Pilot, in the cases above allowed, fill CRS AUTH.* line with the assigned Pilots Authorisation Number and fill AMO line simply with AIT. Field No. 27 - Continued to Next Page? : cross Y (Yes) or N (No) as the case may be (see Field 22 and 26) (CFC or NFC or MC). Field No. 28 - DAILY CHECK: cross the box corresponding to the Check performed fill C.R.S. AUTH.(*), SIGN. and A.M.O. lines respectively with the maintenance Apx C.27 - TECH LOG BOOK FILLING INSTRUCTIONS FORM 231 Dated 15 May 05
OPERATIONS MANUAL
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A C.27 5 15 Apr 10
licence number, the signature, the acronym and the approval number of the Approved Maintenance Organisation (AMO) of the Certifying Staff, who performed the Check; licence and AMO numbers should be normally substituted by the approved Stamp of the Certifying Staff (MC) fill DATE with day/ month/ year, dual digits, and UTC with Zulu time in hours and minutes, dual digits (MC). NOTE 1: Time is strictly mandatory for Daily Check only. NOTE 2: Daily Check, do refer to Engineering DT5-DCL-05-003 in current revision status at the date of the check performance, it must be carried out within 48 hrs elapsed time. NOTE 4: Daily checks can be performed by authorised Certifying Staff only. Field No. 29 - ACTION TAKEN REVIEW: - fill the C.R.S. AUTH.(*), SIGN. and A.M.O. lines respectively with the maintenance licence number, the signature, the acronym and the approval number of the Approved Maintenance Organisation (AMO) of the Certifying Staff, who performed the Review; licence and AMO numbers should be normally substituted by the approved personal stamp of the Certifying Staff (MC) fill DATE with day/ month/ year, dual digits, and UTC with Zulu time in hours and minutes, dual digits (MC). NOTE 1: the CRS in this Field means that the involved Certifying Staff has checked that: (a) there are no defects/works in PIREPS/ MAREPS column left open, unless properly deferred, (b) all entries in the ACTION TAKEN column have been made by persons belonging to Recognised Organisations, (c) in case of ETOPS operations, the same entries, all taken together, are not in conflict with AIT ETOPS maintenance procedures. Recognised Organisations means one of the following:Part 145 Approved/ Accepted MO with which AIT Operator has a current maintenance contract for that work-scope, or for which AIT Planning has issued a clear work order, copied to the involved Certifying Staff. NOTE 2: this Field must be filled only when one or more entries are present in the ACTION TAKEN column above (Fields No. 26) and when such action(s) has (have) been performed by person(s) different from the person who is going to perform and sign the Pre-Flight Inspection (Field No. 35). NOTE 3: this Field can be signed by a properly authorised Certifying Staff only. In addition, for ETOPS approved aircraft, the CS must be ETOPS qualified and trained in AIT ETOPS maintenance procedure. NOTE 4: before signing this Field, the Certifying Staff must cross all void boxes in Fields Nos. 22 and 26. Should new reports be raised from subsequent checks, a new ATL page must be open. Field No. 30 - FUEL QUANTITY RECORDS: fill On Arrival column with Fuel Quantity EICAS readings tank by tank, in Kgs, just after engine shut-down on arrival; fill corresponding Total (CFC or MC) fill MC) fill On Departure column with Fuel Quantity EICAS readings tank by tank in Kgs, just before departure; fill corresponding Total (NFC or MC) NOTE 1: Aircraft Tank Configuration; TANK column definition and applicability per aircraft type is as follows: LH = Left Tank (all types); CTR = Centre (all types); RH = Right Tank (all types). Field No. 31 - FUEL UPLIFT: fill 1ST UPLIFT (Kgs) column with total fuel quantity EICAS just before (Pre-Refuelling Total) and just after 1st refuelling (Post-Refuelling Total); fill S/Gr. with the average density value reading on MCDU (see Note 1 on Field No. 34) fill the Uplifted Fuel box, with the difference of the above boxes Apx C.27 - TECH LOG BOOK FILLING INSTRUCTIONS FORM 231 Dated 15 May 05
OPERATIONS MANUAL
air italy
A C.27 6 15 Apr 10
Field
Field
Field
Field
(CFC or MC). In case of a second Uplift, fill the 2nd UPLIFT (Kgs) column in the same way fill the TOTAL A/C UPLIFT (Kgs) with the sum of the two partial uplift .(CFC or MC). NOTE 1 In case of APU running, it is important to record the fuel totals just before and just after re-fuelling. NOTE 2: In case of different fuel density values, read on MCDU just after the uplifting, do calculate and record the mean of the readings. No. 32 - FUEL USED On/G (Kgs) : fill with the calculated value of Fuel Used on Ground = (Total Fuel on Departure Total Fuel on Arrival Total A/C Uplift) (CFC or MC). No. 33 - Total Bowser Uplift vs. Total A/C Calculated Uplift: fill Fuel Supplier 1st (and 2nd , if applicable) box with name of the Fuel Supplier (NFC or MC) fill Type box with Fuel type (NFC or MC) fill Receipt No. box with the receipt number(s) given by the Fuel Supplier (NFC or MC) fill Bowser Actual (Lts) box with the Fuel Quantity, in Litres, declared by the Fuel Supplier; when in USG, multiply by 3,7854 to obtain Lts (NFC or MC) fill each A/C Calculated (Lts) with the value of each Uplifted Fuel divided for the relevant density S/Gr. - fill Total Bowser Uplift box with the total of the two lines of Bowser Actual (Lts) boxes (NFC or MC) fill Total A/C Calculated Uplift (Lts) box with the total of the two lines of A/C Calculated (Lts) boxes (NFC or MC). NOTE 1:.for B767 Fleet only, do apply doc. TI GEN/12/001 to correct the Fuel Specific Gravity given by the supplier for the difference of fuel temperature of A/C tanks vs. bowser. NOTE 2: the difference between the A/C Calculated Uplift and the Bowser Actual (Lts) should be not more than +/- 2.5% of the A/C Calculated Uplift or more than 300 kgs, in case of a Total Fuel Uplift of 10.000 Kgs or less. No. 34 - DE/ ANTI-ICING TREATMENT: fill FLUID TYPE and DILUTION boxes with type and percentage of dilution of De/Anti-icing fluid to be requested. Cross-out the boxes, if De/Anti-icing is not requested (NFC or MC) fill START TIME (UTC) box with the starting time of treatment, as expected at the time of TLB page closure (NFC or MC). NOTE 1: Fluid type and Dilution fields are filled by the same person who will sign the pre-flight inspection (Field 35, meaning that the required fluid type and dilution are available for the flight. However, the responsibility to decide De/Antiicing treatment remains with the Commander only, who will also record the Starting Time on the proper field. NOTE 2: at stations assisted by AIT Maintenance, AIT personnel will assist the NFC in accepting De/Anti-icing operations through a Certificate released by the Handling Organisation responsible. In all cases, either with or without AIT Maintenance assistance, the Flight Crew of the Next Flight shall record through the Cockpit Voice Recorder (CVR) the number of applications and relevant starting times, in UTC. No. 35 PRE-FLIGHT INSPECTION: fill the AUTH. No., SIGN./ ORG. lines respectively with (a) the licence number for Certifying Staff, or the DC No. for Qualified Pilots, (b) the Signature and (c) the acronym and the approval number of their Approved Maintenance Organisation (A.M.O.) for Maintenance Staff, or the acronym of the Company (AIT) for Pilots fill DATE with day/ month/ year, dual digits, and UTC with Zulu time in hours and minutes, dual digits (NFC or MC).
OPERATIONS MANUAL
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A C.27 7 15 Apr 10
NOTE 1: this Inspection is the Pre-Flight Inspection so defined in AMC M.A.3011.It is of mandatory type and must be performed immediately before any Take Off. However, this Inspection does not require a CRS. NOTE 2: the Pre-Flight Inspection is the whole Transit Check. NOTE 3: the Pre-Flight Inspection, when performed by the flight crew, does include the walk-around of the flight crew as per FCOM. NOTE 4: Time record at the completion of the Pre-Flight Inspection is strictly mandatory. NOTE 5: In case of multiple-page records for the same flight, sign this box on the last page. Field No. 36 - AIRCRAFT ACCEPTANCE: fill the FLT No. and TO lines respectively with the number of the Next Flight and its Destination fill the COMMANDERs NAME/ SIGNATURE with the name in block letters and the signature of the Commander of the Next Flight (NFC). NOTE 1: the results of the Security Search of type B (as per ENAC rules), as well as the responsibility to decide the De/Anti-icing treatment, are included in the A/C Acceptance signature. AIRCRAFT TECHNICAL INSTRUCTIONS LOG BOOK (TLB Form 004.4/C) HANDLING
1) Each TLB Pad is pre-numbered in alphanumeric sequence starting from A to Z for a total of 26 Pads series. 2) Any new TLB Pad is initiated by Planning by stamping on the front cover (Form 004.1/B) the Aircraft Type, Registration Marks and Manufacturer Serial Number (DTP). 3) Before its use, a newly initiated TLB Pad must be registered by Quality Assurance in the TLB Book Register relevant to that A/C, and in the General TLB Pad Electronic Register. 4) The registered Pads are distributed by Planning to the maintenance stations where the A/C are based. It is responsibility of the line station supervisor to put the Pads on board of the A/C. 5) Tow Pads should be always present on board: the Pad in current use and two blank Pad as spare. A new Pad shall be put on board to replace a completed one as soon as possible. In addition, the completed Pad shall remain on board for about 15 flights, then removed and sent to AIT DTP at Headquarter. It is responsibility of DTP to return the old Pads to AIT QAS for registration and then for filing and preservation for three years after A/C re-delivery or dismissing. NOTE: If, for whatever reason, a Pad has to be definitely removed before its full completion, all blank pages must be crossed, dated and signed by the person (Maintenance or Flight Crew) involved. Apx C.27 - TECH LOG BOOK FILLING INSTRUCTIONS FORM 231 Dated 15 May 05
OPERATIONS MANUAL
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A C.27 8 15 Apr 10
6) Each TLB Pad is composed by fifty pages, each numbered with a combination of the Pad number and page number (i.e. AA03/35). 7) Each page is composed by four coloured copying sheets: a. the White copies - with some light-blue fields - are the original ones. They are nonremovable and shall remain always in the Pad and returned with it. b. the Pink copies will be removed at every Daily Check by the Maintenance Organisation and immediately sent by company mail to DTP. They shall be kept by DTPR until the A/C is in operation with AIT, then returned to the A/C owner or next operator, as applicable, or scrapped (not earlier than 3 years) c. the Green copies are the records of the Maintenance Organisation (M.O.). They shall be removed before each flight and kept on file under the responsibility of the M.O., in accordance with M.O. procedures. d. the Yellow copy must be removed from the Pad before A/C departure and given by the Flight Crew to the Handling Company (or to Maintenance, when available), which is responsible to keep it on file for at least 24 hours. 8) A new TLB page(s) must be filled for each flight, in a manner that ensures information is up to date, is legible and cannot be erased. Information must be correctable and each correction must be identifiable and errors must remain legible. A return to the parking area including shut-down, without taking-off, requires a dedicated TLB page. 9) Do not remove from the Pad any of the above copies, until the TLB page(s) has been completed and signed by the Commander for acceptance. 10) Removal of the original white sheets is not allowed for whatever reason. Should any correction be necessary, cross the relevant wording in a way they remain clearly readable underneath. 11) When A/C is returning form maintenance inputs at other M.O., the Pink copy shall be put together with the Work Pack to be addressed to AIT Planning. Yellow shall be retained by the M.O.
OPERATIONS MANUAL
air italy
A C.28 1 30 May 10
This is a sample only; updated form is located on board each aircraft.
On Board DFO Documents list
AIRCRAFT: B767 _______________
DOCUMENT
OM Part A General Basic OM Part B Vol 1 FCOM OM Part B Vol 2 FCOM OM Part B Vol 3 QRH OM Part C Route Manual OM Part C Long Haul OM Part C Navigation Set AERAD OM Part C Take Off Analysis Boeing FCTM FPPM Normal Checklist Balance Table OEW Table Security Manual AFM FAULT REPORTING MANUAL FUEL MEASUREMENT STICK MANUAL MEL/DDG W&B MANUAL SPARE FORMS FOLDER
LOCATION
3
Rev
Rev
Rev
Rev
Rev
Rev
3 3 2 3 3 NAV BAG 2 3 3 5 5 2 3 4 4 4 4 4 3 List of revision is on the first page of each manual List of revision is on the first page of each manual
App C 28 On BOARD DFO DOC List FORM 215 Dated 15 Jan 07
OPERATIONS MANUAL
air italy
A C.28 2 30 May 10
This is a sample only; updated form is located on board each aircraft.
On Board DFO Documents list
AIRCRAFT: B737 _______________
5 3
5 2 4
DOCUMENT
OM Part A General Basic OM Part B Vol 1 FCOM OM Part B Vol 2 FCOM OM Part B Vol 3 QRH OM Part C Route Manual OM Part C Navigation Set AERAD OM Part C Take Off Analysis Boeing FCTM FPPM Normal Checklist Balance Table OEW Table Security Manual AFM FAULT REPORTING MANUAL FUEL MEASUREMENT STICK MANUAL MEL/DDG W&B MANUAL SPARE FORMS FOLDER
LOCATION
4
Rev
Rev
Rev
Rev
Rev
Rev
3 3 5 4 NAV BAG 2 3 4 1 1 2 3 3 3 3 2 3 3 List of revision is on the first page of each manual List of revision is on the first page of each manual
App C 28 On BOARD DFO DOC List FORM 215 Dated 15 Jan 07
OPERATIONS MANUAL
air italy
A C.29 1 16 Jul 08
Interface Information Notice

This for is used for internal communications between the various department of Air Italy. Is reproduced here for info only.
App C.29 - INN FORM 020 Dated 01 May 05
OPERATIONS MANUAL
air italy
A C.29 2 16 Jul 08
App C.29 - INN FORM 020 Dated 01 May 05
OPERATIONS MANUAL
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A C.30 1 15 May 09
BIRD STRIKE REPORTING FORM
App C.30 - BIRD STRIKE REPORTING FORM 030 Dated 15 May 09
OPERATIONS MANUAL
air italy
A C.30 2 15 May 09
App C.30 - BIRD STRIKE REPORTING FORM 030 Dated 15 May 09
OPERATIONS MANUAL
air italy
A C.31 1 30 May 10
App C.31 FORM 554A Dated 01 Jan 2010
OPERATIONS MANUAL
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A C.31 2 30 May 10
OPERATIONS MANUAL
air italy
A C.32 1 30 May 10
OPERATIONS MANUAL
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A C.32 2 30 May 10
OPERATIONS MANUAL
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A C.33 1 30 May 10
App C.33 - FORM 551 Dated 01 Dec 2005
OPERATIONS MANUAL
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A C.33 2 30 May 10
App C.33 - FORM 551 Dated 01 Dec 2005
OPERATIONS MANUAL
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A C.34 1 30 May 10
App C.34 FORM 552 Dated 13 Jul 2006
OPERATIONS MANUAL
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A C.34 2 30 May 10
App C.34 FORM 552 Dated 13 Jul 2006
OPERATIONS MANUAL
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A C.35 1 30 May 10
App C.35 - FORM 556A Dated 01 Jan 2010
OPERATIONS MANUAL
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A C.35 2 30 May 10
App C.35 - FORM 556A Dated 01 Jan 2010
OPERATIONS MANUAL
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A C.36 1 30 May 10
App C.36 - FORM 558A Dated 02 Feb 2008
OPERATIONS MANUAL
air italy
A C.36 2 30 May 10
App C.36 - FORM 558A Dated 02 Feb 2008
OPERATIONS MANUAL
air italy
A C.37 1 30 May 10
App C.37 - FORM 559a Dated 01 Jan 2010
OPERATIONS MANUAL
air italy
A C.37 2 30 May 10
OPERATIONS MANUAL
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A C.37 3 30 May 10
OPERATIONS MANUAL
air italy
A C.37 4 30 May 10
OPERATIONS MANUAL
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A C.38 1 30 May 10
App C.38 - FORM 568 Dated 14 Jul 2008
OPERATIONS MANUAL
air italy
A C.38 2 30 May 10
App C.38 - FORM 568 Dated 14 Jul 2008
OPERATIONS MANUAL
air italy
A C.39 1 30 May 10
App C.39 - FORM 570 Dated 27 Apr 2009
OPERATIONS MANUAL
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A C.39 2 30 May 10
App C.39 - FORM 570 Dated 27 Apr 2009
OPERATIONS MANUAL
air italy
A C.40 1 30 May 10
App C - FORM 571 Dated 10 Sep 2009
OPERATIONS MANUAL
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A C.40 2 30 May 10
App C - FORM 571 Dated 10 Sep 2009
OPERATIONS MANUAL
air italy
A C.41 1 30 May 10
App C.41 - FORM 564D Dated 01 Jan 2010
OPERATIONS MANUAL
air italy
A C.41 2 30 May 10
App C.41 - FORM 564D Dated 01 Jan 2010
OPERATIONS MANUAL
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A C.42 1 30 May 10
App C.42 FORM 301 Dated 02 Aug 2008
OPERATIONS MANUAL
air italy
A C.42 2 30 May 10
OPERATIONS MANUAL
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A C.42 3 30 May 10
OPERATIONS MANUAL
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A C.42 4 30 May 10
OPERATIONS MANUAL
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A C.43 1 30 May 10
App C.43 FORM 305 Dated 15 Dec 2009
OPERATIONS MANUAL
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A C.43 2 30 May 10
App C.43 FORM 305 Dated 15 Dec 2009
OPERATIONS MANUAL
air italy
GENERAL BASIC D SECURITY SEARCH CHECK-LIST
A D 1 16 Jul 08
For Security Search Check List A and B refer to Security Manual
App D - SECURITY SEARCH CHECK-LIST
OPERATIONS MANUAL
air italy
GENERAL BASIC D SECURITY SEARCH CHECK-LIST
A D 2 16 Jul 08
App D - SECURITY SEARCH CHECK-LIST
OPERATIONS MANUAL
air italy
GENERAL BASIC E BOMB SEARCH CHECKLIST
A E 1 15 Apr 10
BOMB SEARCH IN FLIGHT/ON GROUND NOTE. a. If any panel appears disturbed ie not correctly fastened, or dirt or oil marks appear smudged the Searcher should carry out a more thorough examination of the areas, with the appropriate panels removed or opened. b. The asterix identifies the in-flight Bomb search check list. Fuselage Open nose access door and check equipment inside, particularly check: Insulation blankets have not been disturbed; Radar Equipment; Behind Frames and Stringers. GPU Connection Open Panel and check. EE Bay Gain entry to EE bay and inspect the whole area and particularly check: * Insulation blankets (not displaced); * Behind Stringers and Frames; * Around electronic equipment (do not remove equipment unless suspicious); * FWD area under flight deck; * Entry door to freight hold (where available); FWD Freight Hold Check: Container, if aboard; Lining panels for being disturbed Signs of entry into EE Bay; Under floor fittings particularly by the door; Open cargo loading controls panel and check (where available). Air Conditioning Bays Left and Right Inspect Ram Air Ducts. Open air condition doors and check area within. Open air conditioning ground connection panel and check. Open air start connection panel and check. Wheel Bays Left and Right Open Wheel Bay doors and check: All ledges and structure of wheel bay areas above main gear; All equipment in wheel bays. Open overwing chute air bottle access panel and check (where available) Open ADP access panel and check. (where available) Aft Freight Hold and Bulk Cargo As front hold except EE Bay door but to include: Bulk Cargo Area. (where available) Remove waste bin and empty. (where available) Check oil stowage, Fly-Away Kit. Toilet and Water Open panels and check. Empennage Open access door and check within; Open APU doors and check; Tail Skid (as installed) check.
App E - BOMB SEARCH CHECKLIST
OPERATIONS MANUAL
air italy
A E 2 15 Apr 10
Wings Extend LE and TE flaps to enable a check to be made of wing structure fairings; Surge tank vents; Refuel panel. Engines Inspect: Nose cowl; Fan Discharge; Jet Pipe; Gearbox Vent (Rear of jet pipe cone). Open CSD Charging panel and check. If the engines appear to have been tampered with, engineering assistance must be obtained in order to open the cowlings for a more detailed search. Flight Deck A comprehensive check is needed in this area because of its easy access. The check should include: * Seats; * Pouches; * Life Jacket Stowages; * Smoke Goggle Stowage; (where available) * Manual Stowages; * Tech Log Stowage; * Aft of sliding windows including behing accessory panel; * Windscreen coaming; * Floor area forward of rubber panels; * Visor Stowages; * Spare Lamp Container; * Crew Coat and Bag Stowage; * Escape Rope Stowage; * Navigation Bag; * Under any seats, but especially the bin under the fixed third pilot seat (if installed). Cabin FWD Galley, Passenger and Service Door Area Check: * Crew Seats; * All Stowages; * Cupboards; * Access panels; * Behind Light Covers; * Trollies; * Waste cart (Empty); * Main and Service door chute containers; * Toilet; * Empty containers and check behind; * Above pax and service doors (with doors open). FWD Passenger Cabin Check: * All overhead bins; * Life Jacket Stowages; * Head Set and Brochure Pockets.
OPERATIONS MANUAL
air italy
A E 3 15 Apr 10
Centre Cabin Check: * Toilets; * Empty Containers and Check Behind; * All Stowages and Cupboards in the area; * Overwing exit covers. (where available) Lower Crew Rest Area. (where available) Aft Passenger Cabin * As FWD Passenger Cabin. Aft Galley, Passenger and Service Door Area Check: * Crew Seats and Stowages; * All Stowages (including video); * Cupboards; * Access panels; * Behind Light Covers; * Trollies; * Waste Cart (Empty); * Waste Bin Access (floor) (where available). * Doors and Chute Containers.
OPERATIONS MANUAL
air italy
A E 4 15 Apr 10
OPERATIONS MANUAL
air italy
GENERAL BASIC
OPERATOR RULES INSTRUCTION
Part App.. Page Rev. 0
A F 1 16 Jul 08
APP F - Operator Rules & Instructions

1 BEHAVIOUR IN PUBLIC Every crew member must be aware that he is a representative of the company and that people will identify his appearance with the company. The image of airline depends largely on the behaviour of every employee. Crew members are always at the centre of interest, also when travelling Dead Head. Therefore loud welcome ceremonies are prohibited as well as confidential talks about company subjects in public or other crew member on duty. Never make negative statements about the company or discuss company matters when people other than those of the company are present! Politeness and kindness should be the outstanding characteristics of every crew member. All crew members should ensure that they themselves and their colleagues always comply with the above regulations. 1.1 PERSONAL DOCUMENTS For flight duty the crew members have to carry the following documents: A. valid licence; B. valid passport; C. crew member certificate; D. company identity card; E. cabin crew certification; F. visa - if required; G. vaccination card - if required; H. medical certificate - if required. Each crew member is responsible for the validity of his documents. He has to take care in time for issue, renewal, and extension of his documents. 1.1.1 Crew Member Certificate Each crew member will be provided with a Crew Member certificate. The certificate has to be handed over the Flight Operations Department upon leaving the Company. 1.1.2 Company Identity Card At the beginning of employment an Identity Card will be issued to the crew member. This identity card shows the holder to be an employee of the company. The date of employment on the ID-card is the basis for requests for reduced tickets for flights with the company and / or other airlines. Special rules about reduced tickets are laid down in the relevant Company Manual. The loss of any personal document must be reported immediately to the company personnel department, and to the Flight Operations Department. When leaving the company all documents which have been provided by the company must be returned. 1.2 UNIFORM The uniform portrays the image of the Operator and identifies the wearer as representative of the Company. App F - OPERATOR RULES & INSTRUCTIONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A F 2 16 Jul 08
The standard uniform and replacement periods for individual items are laid down in the other company publications. Unauthorised alterations of uniform are not permitted. Non-uniform items of clothing must not be visible when worn with uniform. The individual crew member is responsible for laundry and dry-cleaning. 1.2.1 Regulations for Wearing the Uniform Wearing the uniform - or parts of it - is only allowed during flight duty, on the way from and to the duty and dead-head (must go) flights. It is not allowed to wear the uniform in bars, night-clubs, or dance halls. The uniform must be clean and in good conditions. The Uniform must be weared only when, after positioning, the crew must operate a flight. 1.2.2 Crew Baggage Only personal luggage is considered as a crew baggage. Crew baggage will be transported in the cargo compartment. It must have the special label for crew members, to be recognisable as Crew Baggage. Stickers on the baggage are not allowed. 1.3 MAIL BOX AND E-MAIL Every crew member has a Mail Box in the crew lounge and / or a E-Mail addresses. All written information will reach the crew member via this Mail Box or E-Mail addresses. Also revisions and amendments of the company manuals may be distributed via the Mail Box or E-Mail addresses. Both Mail Box and E-Mail must always be emptied: A. when checking-in for various information concerning the flight; B. if possible between flights; C. when checking-out. 1.4 REPORTING TIME The standard reporting time is the time at which all the crew members must be present and ready to start the Crew briefing. As a general guidance, standard reporting time is printed in the following table: B757/B767 Etops Home Base (*) Other Flight Crew 75 60 Cabin Crew 75 60 Note: Reporting time for crew must go is 120 minutes home base and 60 in other case Reporting time outstation will be decided by the commander (depending the location of the accommodation) while FDP will start as per Ch7. 1.5 AEROPLANE DOCUMENTS Aeroplane documents are prepared by the station of the departing flight and contains documents for the flight. It is handed to the Senior Cabin Crew who ensures that all documents are delivered at destination. Aeroplane documents are the following: A. Company Mail (Co-Mail) It must be clearly marked as company mail. These are letters and documents which will be sent from one Company office to another and which do not fall under the postal law. App F - OPERATOR RULES & INSTRUCTIONS
OPERATIONS MANUAL
air italy
B. D.
GENERAL BASIC
A F 3 16 Jul 08
E.
F. G.
It is not allowed to transport private letters of employees as company mail. Accompanying Postal Documents for general postal matters which fall under the postal law. Mass and Balance Sheet The Mass and Balance Sheet contains all important data concerning the load of the aircraft and the distribution of the masses in relation to the centre of gravity and must be signed by the Commander in order to be validate. The following data given are relevant for the Cabin Crew: Crew Version, Number of passengers, Last Minute Changes, Pantry Code. The Mass and Balance Sheet is the basis for the positioning of passengers and load. If there is a trim problem caused by the relation between cargo and passengers the Commander will order the position of the passengers in the cabin according to the Mass and Balance Sheet. The C/A 1 is responsible for the implementation of these instructions. The distribution of the Mass and Balance Sheet is as following: original remains with the cockpit crew; one copy for the station of the departure airport; one copy remains to Senior Cabin Crew who will handle this copy to the destination Ramp Agent upon arriving. General Declaration Some Countries request a General Declaration which contains the number and the names of the crew and the number of passengers (disembarking, embarking, and transit passengers), and for some stations a Health Declarations is required. Passengers Manifest The Passenger Manifest is a list with the names of all passengers on board which are requested by the border control of some counties. Cargo Manifest On the Cargo Manifest the air waybills of all pieces of freight on board are listed. With the Cargo Manifest it is possible to check if all booked pieces of freight are on board.
1.6 GENERAL RULES 1.6.1 Tips In principle it is prohibited for crew members to accept any kind of donation (tips, presents, rewards) from passengers relating to their duty. If those donation are offered they should politely be refused. 1.6.2 Custom and Currency Regulations All crew members have to pass thought customs, immigration, currency control, etc., locally as prescribed. Everybody ha to comply with the local customs and other special immigration regulations which may often be more restrictive for crew members than for passengers. Crew members must declare all duty liable goods and are responsible for duty charges on those goods. The same policy applies to same policy applies to restrictions on import or export currencies. NOTE. For Passport/VISA and Health requirements se the Route Manual, section Entry Requirements. App F - OPERATOR RULES & INSTRUCTIONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A F 4 16 Jul 08
1.6.3 Violation of Customs or Currency Regulations It must be clearly understood that non- compliance with the customs regulations and other official controls is a very serious offence against the company regulations and the laws and regulations of a foreign country. Anybody caught smuggling or wilfully breaking the currency or other regulations can expect immediate dismissal from the company as well as heavy fines or even imprisonment by the state concerned. 1.6.4 Duty Free Shopping When shopping in a duty free shop customs regulations must be taken into account. Normally only one crew member shall do duty free shopping for the crew. A departure should never be delayed because the crew is duty free shopping, not should passenger get such an impression. Duty Free shopping by crews is not allowed: A. more once a day; B. when ground time is only 30 minutes or less; C. at intermediate stops when passengers stay on board; D. when scheduled ground time at outside stations is more than 30 minutes but due to late arrival the ground time is 30 minutes or less until scheduled time of departure; E. In case the handling agent request a departure earlier the scheduled time of departure and a duty free shopping would not allow this; F. on ambulance flights because of hangar boarding. 1.6.4.1 Duty Free limitation for Crew Members Here below is reported the Italian regulations applicable to the Crew Members. Purchases in duty-free shops. For things and goods imported by people resident in the frontier area such as borderworkers or personnel working with the means of transport used in the traffic between the Third countries and the Community, duty exemption is granted within the limits of 20 EURO; as for goods subject to a quantity limitation, the relevant limits are set out below. Manufactured tobacco: - Cigarettes: 20 pieces, or - Cigarillos (max 3 gr. each) 10 pieces, or - Cigars: 5 pieces, or - Smoking tobacco: 25 gr. Alcohol and alcoholic beverages: - Alcohol and beverages of an actual strength by volume exceeding 22% undenatured ethyl alcohol of an alcoholic strength by volume of 80% vol. or higher: 1/8 litre; - Distilled and alcoholic beverages, wine-made aperitifs or alcohol-made aperitifs of an actual strength by volume of 22% or less, sparkling wines, liqueur wine: litre; - Still wines: litre. Perfumes: 1 cl. Toilette water: 2,5 cl Coffee: 15 gr Coffee extracts or essences: 10 gr Tea: 25 gr App F - OPERATOR RULES & INSTRUCTIONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A F 5 16 Jul 08
Tea extracts or essences: 10 gr 1.6.5 Handling of Company Material All crew members are obliged to handle all company material with great care. For damages caused by the crew member the company can have recourse to the crew member. Crew members shall maintain the manuals, handbooks and other documents handed over to them in good condition. When the employment contract terminates everything belonging the company shall be returned. Crew members are strictly prohibited to take any articles from on-board such as small gifts (e.g. toys), catering items, parts of cabin or galley equipment. 1.6.6 Accident / Illness of a Crew Member 1.6.6.1 Report Accident or illness must be reported immediately to: A. the Commander (when away from home base); B. the Operations Control Centre. 1.6.6.2 Information The crew member must inform about: A. the expected duration of illness; B. any change of duration. 1.6.7 Crew Hotels Hotels for the crew will be provided by the company. That means the company will pay for the room but normally not for breakfast or other meals. Whenever possible the whole crew shall stay in the same hotel. All crew members shall: A. behave in uniform as well as civilian dress in such a way that the image of the Operator will not be adversely affected; B. follow local procedures for accommodation and crew meals; C. refrain from any action on behaviour that could lead to complaints from the hotel management; D. refrain from direct complaints to hotel personnel but forward same to the company by the proper channels; E. settle all personal bills before checking out. 1.6.8 Night stops/ Stop Over away from Home Base All crew members shall comply with all instructions required for the specific country before leaving the aircraft. After the flight they will meet the Commander for the debriefing and in order to receive information for accommodation transport to the hotel and depart from the hotel to the airport. Pick up time for crew transportation to the airport will be advised by the Commander. Details for the crew transport can be found in the list of the crew hotels. Usually all crew members will use crew transport and accommodation provided by the company. App F - OPERATOR RULES & INSTRUCTIONS
OPERATIONS MANUAL
air italy
GENERAL BASIC
A F 6 16 Jul 08
In case no accommodation is required the Commander must be informed by the crew member and asked for permission to leave. Contact address shall be left with the Commander. The crew members shall present themselves to the Commander after check-in for flight duty. 1.6.9 Crew Transport to/from the Airport If necessary crew transport will be arranged by the company or the handling agent. Normally the Commander is responsible for the crew transport in time. Complaint about the transportation will be made by the Commander to the company. 1.6.10 Contact of Crew Abroad On crew stations (hotels) abroad, crew members shall be back at the hotel from trips outside the town at least 2 hours before the scheduled time of departure, but in no case later than at midnight the evening before departure. Each crew member shall always observe the minimum rest time. Crew members shall keep the Commander informed about their absence. The Commander shall deposit his contact address at the hotel desk whenever he leaves the hotel for more than two hours. 1.6.11 Incident information Any crew member involved in any kind of incident (in duty or off duty), must inform as soon as possible Air Italy OCC department or ENAC local office directly. Its individual responsibility to observe the rule above. 1.6.12 Off Duty - Whilst travelling off duty and not in uniform, crews must wear appropriate and formal attire. Male crew travelling off duty with other airlines must wear a jacket and tie or formally. Jeans, sports shoes, vests, leggings, stretch garments and any part of the uniform may not be worn. The uniform must be carried as hand luggage (e.g. in a suit carrier) and never placed in the hold. - Whilst travelling as extra crew or off duty, crews must remain seated like any other passenger without entering the galleys, which are the operating crews work areas. A correct behaviour should be maintained, avoiding discussions with passengers. The off duty crew should introduce itself to the operating crew.
App F - OPERATOR RULES & INSTRUCTIONS
OPERATIONS MANUAL
air italy
GENERAL BASIC G NON REVENUE FLIGHTS
A G 1 16 Jul 08
G. NON REVENUE FLIGHTS Non revenue flights must be performed according the rules reported on this manual on Ch 7. Some restriction apply to some of this flight. Ferry Flight for maintenance reason: The commander of the flight must be approved by the Flight Operation Post Holder. Test Flight Acceptance of aircraft with Authority inspector: The commander of the flight must be a qualified Air Italy Instructor, part of Air Italy Staff and must be approved by the Flight Operation Post Holder. If a staff personnel is not available is Flight Operation Post Holder to nominate a Commander for this flight. Test Flight (all other): The commander of the flight must be a qualified Air Italy instructor. During the execution of a test flight the program prepared by the technical department must be strictly followed. This program does not substitute the use of normal checklist that must be completed anyway. During test flight safety of the airplane has the priority over the execution of the various maneuvers reported in the test flight program. A coordination between Air Italy OCC and appropriate Air Traffic Service must be performed before departure. This must include at least area and intended level of operations.
App G - NON REVENUE FLIGHTS
OPERATIONS MANUAL
air italy
GENERAL BASIC G NON REVENUE FLIGHTS
A G 2 16 Jul 08
App G - NON REVENUE FLIGHTS

OM Part A - Rev - 6

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OPERATIONS MANUAL

PART A General Basic

Rev. 6 dated 30 May 10 Effective date:_____________

GENERAL BASIC ACCOUNTABLE MANAGER COMMITMENT

Part Chapt. Page Rev. 0

Accountable Manager Commitment

The Accountable Manager: Capt. Gentile Dr. Giuseppe

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ACCOUNTABLE MANAGER COMMITMENT

OPERATIONS MANUAL GENERAL BASIC REVISION APPROVAL

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Capt. Mariano Sanvicente C.T.P.H.

Capt. Paul SALA NTO Manager

Capt. Enrico CAVALLOTTI Safety and Security Manager

Endorsed by Ing. Claudio CARNELLI Quality Manager

Accepted/approved by Ing. Giovanni BONADIES ENAC Inspector Team Leader

OPERATIONS MANUAL GENERAL BASIC REVISION APPROVAL

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Part A - GENERAL BASIC DISTRIBUTION LIST

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OPERATIONS MANUAL GENERAL BASIC RECORD OF REVISION

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DATE of EFFECTIVNESS 16 Jul 08 25 Nov 08 26 Jan 09 15 May 09 15 Dec 09

INSERTED by Flight Oper. Dept.

OPERATIONS MANUAL GENERAL BASIC RECORD OF REVISION

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