08 Ops Procedures

GSAG Aviation

Part A / Operating Procedures

Chapter: 08 Revision: Original Effective Date: 01 June, 2014

Operating Procedures Page 1

Table of Contents

PART A. 8. - OPERATING PROCEDURES ..................................................................................................................... 3

8.1 FLIGHT PERPETRATION INSTRUCTIONS .................................................................................................................... 5 8.1.1 Minimum Flight Altitudes ......................................................................................................................... 8

8.1.1 (a) Minimum Flight Altitudes / Flight Levels VFR Flight ........................................................................................ 8 8.1.1 (b) Minimum Flight Altitudes / Flight Levels IFR Flight ......................................................................................... 8

8.1.2 Criteria and Responsibilities for Determining the Adequacy of Aerodromes ........................................... 9 8.1.3 Methods for Establishing of Aerodrome Operating Minima .................................................................. 10 8.1.4 En-route Operating Minima for VFR Flights of VFR Portions of Flights for Single Engine Operations ... 11 8.1.5. Presentation and Application of Aerodrome and En-route Operating Minima .......................................... 12 8.1.6. Determination of Meteorological Information .................................................................................. 24 8.1.7. Determination of the Fuel, Oil, and Water Methanol Carried ............................................................... 27 8.1.8. Mass and Center of Gravity ............................................................................................................... 28

8.1.8. (a) Definitions ..................................................................................................................................................... 28 8.1.8. (b) Methods, Procedures and Responsibilities for the Preparation of Mass and Centre of Gravity Calculations 31 8.1.8.(c) The Policy for using either Standard and or Actual ....................................................................................... 33 8.1.8 (d) The Method for Determining the Applicable Passenger, Baggage and Cargo Mass ...................................... 33 8.1.8. (g) Last Minute Changes Procedures ................................................................................................................. 34 8.1.8. (h) Specific Gravity of Fuel, Oil and Water Methanol and; ................................................................................. 35 8.1.8. (i) Seating Policy / Procedures ........................................................................................................................... 35

8.1.9. ATS Flight Plan / Individual ................................................................................................................ 35 8.1.10. Operational Flight Plan ...................................................................................................................... 36 8.1.11. Operator’s Aircraft Technical Log ...................................................................................................... 36 8.1.12. List of Documents, Forms and Additional Information to be Carried ................................................. 38

8.2. GROUND HANDLING INSTRUCTIONS ..................................................................................................................... 38 8.2.1. Fueling Procedures ............................................................................................................................. 39

8.2.1. (a) Safety Precautions when the APU is in Operation ......................................................................................... 40 8.2.1. (b) Fuelling with Passengers on Board or Boarding / Disembarking ................................................................... 42

8.2.1. Precautions to be taken to Avoid Mixing Fuels .................................................................................. 43 8.2.2. Aircraft Passengers and Cargo Handling Procedures Related to Safety ............................................ 45

8.2.2. (a) Aircraft Handling Procedures Children, Infants, Sick Passengers, and Persons with Reduced Mobility ........ 48 8.2.2.(b) The Permissible Size and Weight of Hand Baggage ....................................................................................... 49 8.2.2 (d) Positioning of Ground Equipment ................................................................................................................. 50 8.2.2. (f) Safety on the Ramp, Including Fire Prevention, Blast and Suction Areas ..................................................... 50 8.2.2. (g) Start-Up, Ramp, Departure and Arrival Procedures Including Push-Back and Towing Operations ............... 52 8.2.2. (h) Servicing of Aeroplanes ................................................................................................................................. 61

8.3.8. Adverse and Potentially Hazardous Atmospheric Conditions ............................................................ 61 8.3.8(a) Thunderstorms .............................................................................................................................................. 62 8.3.8(b) Icing Conditions ............................................................................................................................................. 62 8.3.8(c) Turbulence..................................................................................................................................................... 63 8.3.8(d) Windshear ..................................................................................................................................................... 64 8.3.8(e) Jetstream ....................................................................................................................................................... 66 8.3.8(f) Volcanic Ash .................................................................................................................................................. 67 8.3.8(g) Heavy Precipitation ....................................................................................................................................... 68 8.3.8(h) Sand Storms ................................................................................................................................................... 68 8.3.8(i) Mountain Waves ........................................................................................................................................... 68

8.3.9. Wake Turbulence ............................................................................................................................... 69 8.3.10 Crew Members at Their Stations ........................................................................................................ 70 8.3.11. The Use of Safety Belts for Crew and Passengers .............................................................................. 71

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Safety Belts for Crew Members ............................................................................................................................. 71 8.3.12 Admission to Flight Crew Compartment ............................................................................................ 72 8.3.13. Use of Vacant Crew Seats .................................................................................................................. 72 8.3.14. Incapacitation of Crew Members ...................................................................................................... 72 8.3.15. (a) Cabin Preparation for Flight, In-Flight Requirements and Preparation for Landing Including Procedures for Securing Cabin and Galley ............................................................................................................. 73

8.3.15. (b) Procedures to Ensure that Passengers are Seated where, in the Event of an Emergency Evacuation is Required; they may best Assist and not Hinder Evacuations from the Aircraft .................................................................. 74 8.3.15. (c) Procedures to be Followed During Passenger Embarking or Disembarking ............................................. 75 8.3.15. (d) Procedures when Refuelling / Defuelling with Passengers On Board or Disembarking ............................ 76 8.3.15(e) Carriage of Special Categories of Passengers ................................................................................................. 77 8.3.15. (f) Smoking On-Board .................................................................................................................................... 77 8.3.15(g) Handling of Persons with Suspect Infections Diseases ................................................................................... 77 8.3.16 Passenger Briefing Procedures ............................................................................................................................ 78

8.4 ALL WEATHER OPERATIONS ................................................................................................................................ 80 8.5 EXTENDED RANGE OPERATIONS (ETOPS) ............................................................................................................. 85 8.6 USE OF THE MINIMUM EQUIPMENT LIST AND CONFIGURATION DEVIATION LIST(S) ....................................................... 88 8.7. NON REVENUE FLIGHTS, PROCEDURES AND LIMITATIONS FOR: .................................................................................. 90

8.7. (b) Test Flights ......................................................................................................................................... 90 8.7. (c) Delivery Flight ..................................................................................................................................... 90 8.7. (e) Demonstration Flight ......................................................................................................................... 90 8.7. (f) Positioning Flight, Including the kind of Persons who may be Carried on Such Flights ...................... 91

INDEX ........................................................................................................................................................................... 92

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PART A. 8. - OPERATING PROCEDURES

REGULATION (EU) No 965/2012

IR-OPS (Implementing Rules – Operations)

ANNEX I / III / IV

Designation as Pilot-in-Command / Commander ORO.FC.105 Before each flight or each leg of a flight designate a flight Crew Member to act as Pilot-in-Command / Commander if they have a Commercial Pilot License (CPLA) and must have the following experience: When conducting passenger carrying operations under Visual Flight Rules (VFR) outside a radius of 50

nm from an aerodrome of departure and the pilot has a minimum of 500 hours total flight time on aircrafts or holds a valid Instrument Rating; or

When operating on a multi-engine type under Instrument Flight Rules (IFR), the pilot has a minimum of 700 hours total flight time on aircrafts including 400 hours as Commander in accordance with the requirements governing Flight Crew Licenses of which 100 hours have been under IFR including 40 hours multi-engine operations. The 400 hours as Commander may be substituted by hours operating as Co-Pilot on the basis of 2 hours Co-Pilot is equivalent to 1 hour as Commander provided those hours were gained within an established multi-pilot crew system prescribed in this Operations Manual.

Adequate knowledge of the route or area to be flown and of the aerodromes, including alternate aerodromes, facilities and procedures to be used;

In the case of multi-crew operations, completed an operator’s command course if upgrading from co-pilot to Pilot-in-Command / Commander.

The Pilot-in-Command / Commander or the pilot, to whom the conduct of the flight may be delegated, shall have had initial familiarisation training of the route or area to be flown and of the aerodromes, facilities and procedures to be used. This route/area and aerodrome knowledge shall be maintained by operating at least once on the route or area or to the aerodrome within a 12-month period. Designation of Pilot Flying and Pilot Monitoring Before the commencement of each flight or flight sector, the aircraft Commander decides which pilot will take direct responsibility for flying the aircraft for the complete flight or for particular parts of it such as the Descent / Approach and Landing and they become 'Pilot Flying' (PF) for that sector or the specified part of it. A GSAG Aviation Pilot will not be allowed to operate as a Commander of an aircraft certificated by the manufacturers, AFM for Single Pilot operations unless: When conducting passenger carrying operations under Visual Flight Rules (VFR) outside a radius of 50

nm from an aerodrome of departure and the pilot has a minimum of 500 hours total flight time on aircrafts or holds a valid Instrument Rating; or

When operating on a multi-engine type under Instrument Flight Rules (IFR), the pilot has a minimum of 700 hours total flight time on aircrafts including 400 hours as Commander in accordance with the requirements governing Flight Crew Licenses of which 100 hours have been under IFR including 40 hours multi-engine operations. The 400 hours as Commander may be substituted by hours operating as Co-Pilot on the basis of 2 hours Co-Pilot is equivalent to 1 hour as Commander provided those hours were gained within an established multi-pilot crew system prescribed in this Operations Manual.

Adequate knowledge of the route or area to be flown and of the aerodromes, including alternate aerodromes, facilities and procedures to be used;

Flight Crew Pairing It is GSAG Aviation’s policy that the Dispatch / Scheduler shall not pair a new Commander with a new

Co-Pilot. Every effort will be made to ensure that a new Commander will be paired with a Co-Pilot that has at least 500 hours as Co-Pilot in the type of aircraft scheduled for the flight.

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Every effort will be made to schedule a new Co-Pilot with a senior Commander. Responsibilities of the Commander CAT.GEN.MPA.105 (a) (8) Responsibilities of the Commander CAT.GEN.MPA.105 (a) (9) Establishment of Procedures ORO.GEN.110 GSAG Aviation has established and maintains procedures and instructions, for each aeroplane type, containing policies procedures, responsibilities and duties for all GSAG Aviation Management personnel, Flight Crew Members, Crew Members, Maintenance personnel and all ground staff for all company approved operations. GSAG Aviation shall establish and maintain a check-list system to be used by Crew Members for all phases of operation of the aircraft under normal, abnormal and emergency conditions as applicable, to ensure that the operating procedures contained in this Operations Manual are followed. GSAG Aviation shall not require a Crew Member to perform any activities during critical phases of the flight other than those required for the safe operation of the aircraft. Personnel or Crew Members other than Cabin Crew in the Passenger Compartment CAT.GEN.MPA.115 The Commander or Senior Cabin Crew Member shall ensure that GSAG Aviation personnel or Crew Members that may be dead heading or considered off duty but traveling on the aircraft, are not confused by the passengers with operating cabin crew members. GSAG Aviation personnel or Crew Members that may be dead heading or considered off duty but traveling on the aircraft: Will not occupy required Cabin Crew assigned stations; Will not impede operating Cabin Crew Members in their duties. Composition of Flight Crew ORO.FC.200 (a) Dispatch / Scheduler shall not pair a new Commander with a new Co-Pilot. Every effort will be made to ensure that a new Commander will be paired with a Co-Pilot that has at least 500 hours as Co-Pilot in the type of aircraft scheduled for the flight. Every effort will be made to schedule a new Co-Pilot with a senior Commander.

GSAG Aviation




REGULATION (EU) No 965/2012


ANNEX IV

Crew Members Duties and Responsibilities (Flight Crew Members) CAT.GEN.MPA.100 Flight Preparation CAT.OP.MPA.175 AMC1 CAT.OP.MPA.175(a) GM1 CAT.OP.MPA.175(b)(5)

8.1 Flight Perpetration Instructions

The object of flight preparation is to ensure that both pilots communicate with each other and are aware of and agree with the proposed rout of the flight. Both Commander and Co-Pilot must agree that the flight may be conducted safely with regards to the following: Aircraft Performance along the route of intend flight; VFR or IFR Flight Weather Minimums; Minimum Flight Altitudes; En-route Operating Minima; The Forecast En-route Weather; The Forecast Destination Weather; Aerodrome Operating Minima; Any Remote Aerodrome Concerns. Documents Manuals and Information to be Carried CAT.GEN.MPA.180 CAT.POL.MPA.180 Documents The following documents shall be carried aboard the aircraft on every flight: The Certificate of Registration; The Certificate of Airworthiness; The approved aircraft flight manual(s), (AFMs); The original copy of the Noise Certificate, (if applicable); A copy of the Air Operator Certificate; The Aircraft Radio License; The original or a copy of the third party liability Insurance Certificate; The appropriate and valid Flight Crew licenses with appropriate flight and aircraft ratings. Each Flight Crew Member shall, on each flight, carry a valid Flight Crew license with appropriate rating(s) for the purpose of the flight. In the case where of the following documents have been lost or stolen, the flight and flight operation may continue until the flight has reached a base or place where the following replacement documents can be provided.

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The Certificate of Registration; The Certificate of Airworthiness; The original copy of the Noise Certificate, (if applicable); A copy of the GSAG Aviation’s Air Operator Certificate; The Aircraft Radio License; The original or a copy of the third party liability Insurance Certificate; The appropriate and valid Flight Crew licenses with appropriate flight and aircraft ratings. The Flight Operations Manager and Chief Pilot shall be notified immediately after the aircraft has been secured at the destination. The replacement documents may be copies of the original documents and may be faxed or scanned e-mailed and then printed. The Flight Operations Manager may request a written report from the Flight Crew regarding the occurrences. GSAG Aviation Operations Manuals to be Carried The GSAG Aviation and Flight Crew of each aircraft shall ensure that a current copy of this Operations Manual or relevant parts of this Operations Manual that pertain to crew duties and the parts that are required for the conduct of flight is onboard before the flight departs on any flight. The Authority may approve an electronic copy of this Operations Manual if there is a means to view the manual via an electronic device, i.e., Laptop computer, Electronic Flight Bag, (if applicable) or EFIS. If the Authority has approved an electronic copy of the company’s Operations Manual, the Commander shall ensure that the manual is the most current revision before proceeding with the preflight inspection. The Commander shall immediately contact Company Dispatch if the electronic version of the operations manual is out of date and have a copy of the most current operations manual or relevant parts of the manual emailed to them. Once the electronic copy of the manual has been received and uploaded to the appropriate onboard device, the flight may depart. Responsibilities of the Commander CAT.GEN.MPA.105 (a) (11) MEL and CDL Additional Information and Forms to be Carried The GSAG Aviation and Flight Crew shall ensure that, in addition to the documents and manuals the following information and forms, relevant to the type and area of operation, are carried on each flight: Details of the filed ATS operational Flight Plan containing at least the information required in EASA

regulations; Aircraft Technical Log; The approved MEL and CDL; Appropriate NOTAM / AIS briefing documentation; Appropriate meteorological information; Mass and balance documentation; Notification of special categories of passenger such as security personnel, if not considered as crew,

handicapped persons, inadmissible passengers, deportees and persons in custody; Notification of special loads including dangerous goods including written information to the Commander; Current maps, charts and associated documents, (Current maps, charts and associated documents may

be in an electronic format with a printed copy for emergencies); Any other documentation which may be required by the States concerned with the flight, such as cargo

manifest, passenger manifest; Forms to comply with the reporting requirements of the Authority. GSAG Aviation understands that the Authority may approve this information, or parts thereof, to be presented in an electronic format and on printed paper as an emergency backup. An acceptable standard of accessibility, usability and reliability must be assured. If GSAG Aviation is approved to use electronic charts

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and approach plates, the Commander shall ensure that a current up to date paper back ups of the charts and approach plates are onboard the aircraft before starting engines. Information to be Retained on the Ground CAT.GEN.MPA.185 The Commander shall ensure that at least for the duration of each flight or series of flights which includes: A copy of the operational flight plan, where appropriate; Copies of the relevant part(s) of the aircraft technical log; Route-specific NOTAM documentation if specifically edited by the Flight Crew during the ATS briefing; Mass and balance documentation if required; and Any special loads notification(s). Information relevant to the flight is forwarded via email, fax or communicated over the phone to the Dispatch / Scheduler prior to engine start; The Dispatch / Scheduler shall retain a duplicate copy of the information in the Dispatch / Schedulers office. The Commander will ensure that the flight information is place in a fireproof container in the aircraft prior to engine start. Provision of Documents and Records CAT.GEN.MPA.190 If the Commander is requested to present information that is relevant to the flight by a person that has been authorised by the competent authority, the Commander will ask to see the persons identification and verify that the person’s identity and credentials. Once the person’s identity has been confirmed, the Commander shall provide that person with the information within a reasonable time.

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Operator Responsibilities ORO.GEN.110 (i) Minimum Flight Altitudes CAT.OP.MPA.270 Establishment of Minimum Flight Altitudes CAT.OP.MPA.145 AMC1 CAT.OP.MPA.145(a) GM1 CAT.OP.MPA.145(a) AMC1 CAT.OP.MPA 175(a) GM1 CAT.OP.MPA.175(b)(5)

8.1.1 Minimum Flight Altitudes

GSAG Aviation has taken into account the following factors for establishing minimum flight altitudes of the section: The accuracy with which the position of the aircraft can be determined; The probable inaccuracies in the indications of the altimeters used; The characteristics of the terrain and sudden changes in the elevation along the routes or in the areas

where operations are to be conducted; The probability of encountering un-favorable meteorological conditions such as severe turbulence and

descending air currents; Possible inaccuracies in aeronautical charts; Corrections for temperature; ATS requirements; Any foreseeable contingencies along the planned route.

8.1.1 (a) Minimum Flight Altitudes / Flight Levels VFR Flight

GSAG Aviation aircraft shall not conduct flight below the minimum safe altitude / flight levels, MSA depicted on the current VFR chart for A,B,J,C,D and E Airspace Class and abide by the following table for Airspace Class F and G airspace when conducting VFC operations. GSAG Aviation understands that all minimum flight altitudes in this section of the Operations Manual are subject to the approval of the Authority. If the minimum flight altitudes established by States to be over flown are higher than those established by GSAG Aviation, or the current charts, the higher values shall apply.

8.1.1 (b) Minimum Flight Altitudes / Flight Levels IFR Flight

GSAG Aviation shall not conduct flights lower than the minimum safe altitudes / flight levels depicted on the current IFR charts along the route of flight, irrespective of any minima published on the Company’s authorized documents, minima will never be less than that stated on the current IFR Charts when conducting IMC operations. The Commander will have the final authority and operational control for the flight. GSAG Aviation understands that all minimum flight altitudes in this section of the Operations Manual are subject to the approval of the Authority.

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If the minimum flight altitudes established by States to be over flown are higher than those established by GSAG Aviation, or the current charts, the higher values shall apply. Operator Responsibilities ORO.GEN.110 (i) Authorisation of Aerodromes by the Operator CAT.OP.MPA.105 Use of Isolated Aerodromes / Aeroplanes CAT.OP.MPA.106 Adequate Aerodromes CAT.OP.MPA.107

8.1.2 Criteria and Responsibilities for Determining the Adequacy of Aerodromes

GSAG Aviation shall not dispatch a flight to an aerodrome unless it has been determined prior to dispatching the flight, that the aerodrome has the adequate runways and facilities that can accommodate the aircraft type and the proposed operation, considering such items as size, surface, obstructions, and lighting. The Commander will have the final authority and operational control for the flight. No GSAG Aviation Commander of an aircraft carrying passengers at night may takeoff from, or land on, an aerodrome unless: The Commander has established communications with the aerodrome ATS facility and has determined the

current altimeter setting, wind direction, wind velocity and the runway in use; If no ATS facility is available, the Commander has determined the wind direction from an illuminated wind

direction indicator or local ground communications or, in the case of takeoff, that Commander's personal observations; and

The limits of the area to be used for landing or takeoff are clearly shown by boundary or runway marker lights.

Methods for Establishing Aerodrome Operating Minima CAT.OP.MPA.110 AMC1-11 CAT.OP.MPA.110 GM1-3 CAT.OP.MPA.110 GM1 CAT.OP.MPA.110(a) Instrument Departure and Approach Procedures CAT.OP.MPA.125 GSAG Aviation shall specify aerodrome operating minima, established in accordance with the regulations for each departure, destination or alternate aerodrome authorised to be used in accordance with the regulations. Any increment imposed by the Authority must be added to the minima specified in accordance with the regulations. The minima for a specific type of approach and landing procedure are considered applicable if: The ground equipment shown on the respective chart required for the intended procedure is operative; The aircraft systems required for the type of approach are operative; The required aircraft performance criteria are met; and Crew is qualified accordingly.

Selection of Aerodromes

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CAT.OP.MPA.107 CAT.OP.MPA.180 Aerodrome Operating Minima CAT.OP.MPA.110 Planning Minima for IFR Flights CAT.OP.MPA.185

8.1.3 Methods for Establishing of Aerodrome Operating Minima

General GSAG Aviation has established aerodrome operating minima for each departure, destination or alternate aerodrome planned to be used. These minima shall not be lower than those established for such aerodromes by the State in which the aerodrome is located, except when specifically approved by that State. Any increment specified by the competent authority shall be added to the minima. Note: If the aeroplane is equipped with a head-up display (HUD), head-up guidance landing system (HUDLS) or enhanced vision system (EVS), and the Flight Crew is qualified to use these systems, the flight may continue with lower visibilities than the established aerodrome operating minima if approved in accordance with L 296/139, Subpart E, SPA.LVO Low Visibility Operations. Before selecting a destination or alternate aerodrome, the Commander shall take the following into account: The type, performance and handling characteristics of the aircraft; The composition, competence and experience of the Flight Crew; The dimensions and characteristics of the runways/final approach and take-off areas (FATOs) that may

be selected for use; The adequacy and performance of the available visual and non-visual ground aids; The equipment available on the aircraft for the purpose of navigation and/or control of the flight path

during the take-off, the approach, the flare, the landing, rollout and the missed approach; Any obstacles in the approach, missed approach and the climb-out areas necessary for the execution of

contingency procedures; The obstacle clearance altitude/height for the instrument approach procedures; (8) the means to

determine and report meteorological conditions; and The flight technique to be used during the final approach. The minima for a specific approach and landing procedure shall only be used if all the following conditions are met: The ground equipment shown on the chart required for the intended procedure is operative; The aircraft systems required for the type of approach are operative; The required aircraft performance criteria are met; and The crew is appropriately qualified. Departure Aerodrome The Commander shall only select the destination aerodrome and or destination alternate aerodrome(s) when 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 the aerodrome, the weather conditions will be at or above the applicable planning minima as listed in the tables below. Alternate Aerodrome The Commander shall not select an aerodrome as a take-off alternate aerodrome on an IFR flight unless 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 the aerodrome, the weather conditions will be at or above the applicable landing minima specified in accordance with the EASA regulations. The

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ceiling must be taken into account when the only approaches available are non-precision and or circling approaches. Any limitation related to 1 engine inoperative operations must be taken into account. IFR Approach On an IFR flight a Commander shall not continue beyond the decision point when using unless information is available indicating that the expected weather conditions at the destination or required alternate aerodrome(s) is at or above the published aerodrome operating minima. Irrespective of any minima published on the Company’s approved operating minima documents, minima will never be less than that stated on the current approach plate minimum values and as specified for each type of runway or approach aid available, or State published minima, whichever is the more restrictive. Take-Off Conditions CAT.OP.MPA.265 Before commencing take-off, the Commander shall be satisfied that: According to the information available to him/her, the weather at the aerodrome or operating site and the

condition of the runway or FATO intended to be used would not prevent a safe take-off and departure; and

Established aerodrome operating minima will be complied with. Route of Area Operations / General CAT.OP.MPA.135 Route of Area Operations / Single Engined Aeroplanes CAT.OP.MPA.136

8.1.4 En-route Operating Minima for VFR Flights of VFR Portions of Flights for Single Engine Operations

For Single Engine Aeroplanes, no GSAG Aviation flight will be dispatched if the flight is unable to be planned if the aeroplane is at any time during the flight more than 30 minutes from any suitable landing area for the type of aeroplane being operated, and if an alternate aerodrome is not available and is further than 1 hour 45 minutes flight time from the destination, the forecast weather conditions at the destination 0.5 hour before to 2 hours after planned arrival must be as follows: The Commander will have the final authority and operational control for the flight.

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Route of Area Operations / General CAT.OP.MPA.135 Planning Minima for IFR Flights / Aeroplanes CAT.OP.185 GM1 CAT.OP.MPA.185 Meteorological Conditions / All Aircraft CAT.OP.MPA.245 Meteorological Conditions / Aeroplanes CAT.OP.MPA.246

8.1.5. Presentation and Application of Aerodrome and En-route Operating Minima

VFR GSAG Aviation aeroplanes shall not conduct flight below the minimum safe altitude / flight levels, MSA depicted on the current VFR chart for A,B,J,C,D and E Airspace Class and abide by the following table for Airspace Class F and G airspace when conducting VFC operations.

Airspace Class A,B,J,C,D,E

(Note 1) F and G

Above 3 000 ft,(915 m)

AMSL or Above 1000 ft, (305 m) Above Terrain,

Whichever is Higher

At and Below 3 000 ft,

(915 m) AMSL or 1000 ft, (305 m) Above Terrain,

Whichever is Higher

Note: (1) If the minimum flight altitudes established by States to be over flown are higher than those established by GSAG Aviation, or the current charts, the higher values shall apply. GSAG Aviation understands that all minimum flight altitudes in this section of the Operations Manual are subject to the approval of the Authority.

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IFR The Commander shall not select an aerodrome as a take-off alternate aerodrome on an IFR flight unless 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 the aerodrome, the weather conditions will be at or above the applicable landing minima specified in accordance with minima specified in the following Table. The Commander shall only select the destination aerodrome and or destination alternate aerodrome(s) when 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 the aerodrome, the weather conditions will be at or above the applicable planning minima as listed in the table below.

Type of Approach Planning Minima

CAT II and CAT III Cat I RVR

CAT I Non-Precision RVR/VIS

The ceiling must be at or above the MDH

Non-Precision Approach Non-Precision Approach RVR/VIS +3281ft, (1000m)

Ceiling Shall be at or above MDH +200ft, (60 m)

Circling Circling

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GSAG Aviation Destination Aerodrome Planning Minima / ETOPS

Destination Aerodrome Planning Minima / ETOPS

(RVR / Visibility Required Ceiling if Applicable)

Type of Approach Aerodrome With

At least 2 separate approach procedures based on 2 separate aids serving 2 separate runways

At least 2 separate approach procedures based on 2 separate aids serving 1 runway: Or, A least 1 approach procedure based on 1 aid serving 1 runway

Precision Approach CAT II, CATIII (ILS, MLS) Precision Approach CAT I Minima Non-Precision Approach Minima

Precision Approach CAT I (ILS, MLS) Non-Precision Approach Minima Non-Precision Minima

Non-Precision Approach The lower of Non-Precision Approach Minima + 200 ft / (1 000 m) or Circling Minima

Circling Minima or if not available, Non-Precision Approach minima + 200 ft / (1 000 m)

Circling Approach Circling Minima

ETOPS En-route Alternate Aerodrome SPA.ETOPS.110 The Commander will consider an ETOPS en-route alternate aerodrome as adequate, if, at the expected time of arrival, the aerodrome is available and equipped with necessary ancillary services such as air traffic services (ATS), sufficient lighting, communications, weather reporting, navigation aids and emergency services and has at least one instrument approach procedure available. Prior to conducting an ETOPS flight, the Commander shall ensure that an ETOPS en-route alternate aerodrome is available, within either the approved diversion time, or a diversion time based on the MEL generated serviceability status of the aeroplane, whichever is shorter. The Commander shall specify any required ETOPS en-route alternate aerodrome(s) in the operational flight plan or the ATS flight plan.

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Planning Minima for ETOPS En-route Alternate Aerodrome SPA.ETOPS.115 The Commander 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 will exist at or above the planning minima calculated by adding the additional limits listed in the following table.

Type of Approach Planning Minima

Precision Approach DA/H +200 ft RVR/VIS + 800 m (Note)

Non-Precision Approach or Circling Approach MDA/H + 400 ft (Note) RVR/VIS +1500 m

Note: VIS / Visibility: MDA/H Minimums decent altitude / height.

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Take-Off RVR Visibility / Aerodrome Operating Minima The Commander must have established communications with the aerodrome ATS facility or received a current Automated Weather Observation from an approved facility which has allowed the Commander to determine the current altimeter setting, wind direction, visibility, weather, conditions, wind velocity and the runway in use.

Take-Off RVR Visibility Departure Aerodrome

Facilities RVR Visibility (Note 3)

Nil (Day Only) 1640 ft, (500 m)

Runway Edge Lighting And or Centreline Marking

820 ft, (250 m) / 984 ft, (300 m) (Notes 1 & 2)

Runway Edge and Centreline Lighting 655 ft, (200 m), 820 ft, (250 m) (Note 1)

Runway Edge and Centreline Lighting and

Multiple RVR Information 495 ft, (150 m), 655 ft, (200 m)

(Notes 1 & 4)

Note 1: The higher values apply to Category D aeroplanes. Note 2: For night operations at least runway edge and runway end lights are required. Note 3: The reported RVR/Visibility 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 of the relevant RVR reporting points with the exception given in Note 3 above. (i) For multi-engined aeroplanes, whose performance is such that, in the event of a critical power unit failure at any point during take-off, the aeroplane can either stop or continue the take-off to a height of 1 500 ft above the aerodrome while clearing obstacles by the required margins, the take-off minima established by an operator must be expressed as RVR/Visibility values not lower than those given in Table / Take-Off RVR Visibility Departure Aerodrome above except as provided. (ii) For multi-engined aeroplanes whose performance is such that they cannot comply with the performance conditions in paragraph (i) above in the event of a critical power unit failure, there may be a need to re-land immediately and to see and avoid obstacles in the take-off area. Such aeroplanes may be operated to the following take-off minima provided they are able to comply with the applicable obstacle clearance criteria, assuming engine failure at the height specified. The take-off minima established by an operator must be based upon the height from which the one engine inoperative net take-off flight path can be constructed. The RVR minima used may not be lower than either of the values given in Table / Take-Off RVR Visibility Departure Aerodrome above or Table Assumed Engine Failure Height above the Runway vs. RVR / Visibility below.

GSAG Aviation




Assumed Engine Failure Height above the Runway vs. RVR / Visibility

Take-Off RVR / Visibility / Flight Path

Assumed Engine Failure Height above the Runway RVR / Visibility (Note 2)

<50 ft 200 m

51-100 ft 300 m

101-150 ft 400 m

151-200 500 m

201-300 ft 1 000 m

> 300 ft 1 5000 ft (Note 1)

Note 1: 1 500 m is also applicable if no positive take-off flight path can be constructed. Note 2: The reported RVR/visibility value representative of the initial part of the take-off run can be replaced by pilot assessment.

When reported RVR, or meteorological visibility is not available, the Commander shall not commence takeoff unless he/she can determine that the actual conditions satisfy the applicable take-off minima. Exceptions to for multi-engined aeroplanes, whose performance is such that, in the event of a critical power unit failure at any point during take-off, the aeroplane can either stop or continue the take-off to a height of 1 500 ft above the aerodrome while clearing obstacles by the required margins are as follows: Subject to the approval of the Authority, and provided the following requirements below have been satisfied, an operator may reduce the take-off minima to 125 m RVR (Category A, B and C aeroplanes) or 150 m RVR (Category D aeroplanes) when: Low visibility procedures are in force; 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 flight simulator; A 90 m visual segment is available from the cockpit at the start of the take-off run; and The required RVR value has been achieved for all of the relevant RVR reporting points. Subject to the approval of the Authority, an operator of an aeroplane using an approved lateral guidance

system for take-off may reduce the take-off minima to an RVR less than 125 m (Category A, B and C aeroplanes) or 150 m (Category D aeroplanes) but not lower than 75 m provided runway protection and facilities equivalent to Category III landing operations are available.

GSAG Aviation




Non-Precision Approach System Minima A GSAG Aviation shall ensure that 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 are not lower than the MDH values given in Table 3 below. RVR for CAT I Approach vs. Facilities and DH Table The Commander must have established communications with the aerodrome ATS facility or received a current Automated Weather Observation from an approved facility which has allowed the Commander to determine the current altimeter setting, wind direction, visibility, weather, conditions, wind velocity and the runway in use.

Category I Minima

Decision Height, (DH) (Note 7)

Facilities / RVR (Note 5)

Full

(Notes 1&6)

Interim. (Notes 2&6)

Basic (Notes 3&6)

Nil (Notes 4&6)

200 ft, (65 m) 1805 ft, (550 m) 2297 ft, (700 m) 2625 ft, (800 m) 3281 ft, (1 000 m)

201 ft, (65 m) -250 ft, (76 m) 1968 ft, (600 m) 2297 ft, (700 m) 2625 ft, (800 m) 3281 ft, (1 000 m)

251 ft, (80 m) -300 ft, (91 m) 2133 ft, (650 m) 2625 ft, (800 m) 2953 ft, (900 m) 3937 ft, (1200 m)

301 ft, (95 m) And above

2625 ft, (800 m) 2553 ft, (900 m) 3281 ft, (1 000 m) 3937 ft, (1200 m)

Note 1: Full facilities comprise runway markings, 2362 ft, (720 m) or more of HI / MI approach lights, runway edge lights, threshold lights and runway end lights. The lights must be operational and on. Note 2: Intermediate facilities comprise runway markings of 1378 ft, (420 m) / 2359 ft (720 m) of HI MI approach lights, runway edge lights, threshold lights and runway end lights. Lights must be operational and on. Note 3: Basic facilities comprise runway markings, less than 1378 ft, (420 m) of HI / MI approach lights, any length of LI approach lights, runway edge lights threshold lights and runway end lights. Lights must be operational and on. Note 4: Nil approach light facilities comprise runway markings, runway edge lights, threshold lights, runway end lights or no lights at all. Note 5: The above figures are either the reported RVR or meteorological visibility converted to RVR indicated in the following table. Note 6: The Category I Minima table is applicable to conventional approaches with a glide slope angle up to and including 4 degrees. Note 7: The DH mentioned in the Category I Minima table 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 10 ft, (3.5 m) which may be done for operational purposes, (e.g. conversion to DH).

GSAG Aviation




Conversion of Visibility to RVR Table

The planning minima listed above are for destination aerodromes that are not considered remote or isolated destination aerodromes.

Lighting Elements In Operation RVR= Reported Met. Visibility X’s The Below Value

Day Night HI Approach and Runway Lighting

1.5 2.0

Any Type of Lighting Installation Other

Than Above 1.0 1.5

No Lighting 1.0 Not Applicable

GSAG Aviation




Non-Precision Approach Minima Full Facilities

Non-Precision Approach Minima Full Facilities

MDH RVR / Aeroplane Class

A B C D

250-299 ft (76.14 – 91 m)

2624.6 ft, (800 m) 2624.6 ft, (800 m) 2624.6 ft, (800 m) 3937 ft, (1200 m)

300-449 ft

(91 – 137 m) 2952.7 ft,(900m) 3280.8 ft, (1 000 m) 3280.8 ft, (1 000 m) 4593 ft, (1400 m)

450-649 ft (137.4 – 198 m)

3280.8 ft, (1 000 m) 3937 ft, (1200 m) 3937 ft, (1200 m) 1969 ft, (600 m)

650 ft, (199 m) And above

3937 ft, (1200 m) 4593 ft, (1400 m) 4593 ft, (1400 m) 5905.4 ft, (1800 m)

Except for takeoff and landing, a Commander of an aeroplane that has been dispatched for a GSAG Aviation flight shall not operate under VFR: During the day, below 500 feet above the surface or less than 500 feet horizontally from any obstacle; or At night, at an altitude less than 1 000 feet above the highest obstacle within a horizontal distance of 5

miles from the course intended to be flown or, in designated mountainous terrain, less than 2 000 feet above the highest obstacle within a horizontal distance of 5 miles from the course intended to be flown; or

A helicopter over a congested area at an altitude less than 300 feet above the surface.

GSAG Aviation




Non-Precision Approach Minima Intermediate Facilities

Non-Precision Approach Minima Intermediate Facilities


A B C D

250-299 ft (76.14 – 91 m)

3280.8 ft, (1000 m) 3608.8 ft, (1100 m) 3937 ft, (1200 m) 4593 ft, (1400 m)

300-449 ft (91 – 137 m)

3937 ft, (1200 m) 4265 ft, (1285 m) 4593 ft, (1400 m) 1969 ft, (600 m)

450-649 ft (137.4 – 198 m)

4593 ft, (1400 m) 4129 ft, (1255 m) 1969 f t , (600 m) 5905.4 ft, (1800 m)

650 ft, (199 m) and above

4129 ft, (1255 m) 4129 ft, (1255 m) 12624.6 ft, (800 m) 6562 ft, (2000 m)

Note: Intermediate facilities comprise runway markings, 420 719 m of HI / MI approach light; runway edge Lights, threshold lights and runway end light. Lights must be on. Note: The table is only applicable to conventional approaches with a nominal descent slope of not greater than 4 degrees. Greater descent slopes will usually require that visual glide slope guidance such as PAPI is also visible at the Minimum Descent height. Note: The above figures are either reported RVR or meteorological visibility converted to RVR. Note: The MDH mentioned in the above table refers to the initial calculation of MDH. When selecting the associated RVR, there is no need to take account of a rounding up to the nearest 10 ft, (3 m), which may be done for operational purposes of conversion to the MDA. Note: For night operations at least runway edge, threshold and runway end lights must be on.

GSAG Aviation




Non-Precision Approach Minima Basic Facilities

Non-Precision Approach Minima Basic Facilities


A B C D

250-299 ft (76.14 – 91 m)

3937 ft, (1200 m) 4265 ft, (1285 m) 4593 ft, (1400 m) 1969 ft, (600 m)

300-449 ft (91 – 137 m)

4265 ft, (1285 m) 4593 ft, (1400 m) 1969 ft , (600 m) 5905.4 ft, (1800 m)

450-649 ft (137.4 – 198 m)

4129 ft, (1255 m) 4129 ft, (1255 m) 5905.4 ft, (1800 m) 6562 ft, (2000 m)


4129 ft, (1255 m) 4129 ft, (1255 m) 6562 ft, (2000 m) 6562 ft, (2000 m)

Note: Basic facilities comprise runway markings < 1377 ft, <(420 m) of HI / MI approach lights, any length of LI approach lights, runway edge lights, threshold lights and runway end lights. Lights must be on. Note: The table is only applicable to conventional approaches with a nominal descent slope of not greater than 4 degrees. Greater descent slopes will usually require that visual glide slope guidance, such as PAPI is also visible at the Minimum Descent height. Note: The above figures are either reported RVR or meteorological visibility converted to RVR. Note: The MDH mentioned in the above table refers to the initial calculation of MDH. When selecting the associated RVR, there is no need to take account of a rounding up to the nearest 10 ft, (3 m), which may be done for operational purposes of conversion to a MDA. Note: For night operations at least runway edge, threshold and runway end lights must be on.

GSAG Aviation




Non-Precision Approach Minima Nil Approach Nil Approach Lights Facilities

Non-Precision Approach Minima Nil Approach Light Facilities


A B C D

250-299 ft (76.14 – 91 m)

4129 ft, (1255 m) 4129 ft, (1255 m) 1969 ft, (600 m) 5905.4 ft, (1800 m)

300-449 ft

(91 – 137 m) 4129 ft, (1255 m) 4129 ft, (1255 m) 5905.4 ft, (1800 m) 6562 ft, (2 000 m)

450-649 ft (137.4 – 198 m)

4129 ft, (1255 m) 4129 ft, (1255 m) 6562 ft, (2 000 m) 6562 ft, (2 000 m)


4129 ft, (1255 m) 4129 ft, (1255 m) 6562 ft, (2 000 m) 6562 ft, (2 000 m)

Note: Nil approach light facilities comprise runway markings, runway edge lights, threshold lights, runway end lights or no light, at all. Note: The table is only applicable to conventional approaches with a nominal descent slope of not greater than 4 degrees. Greater descent slopes will usually require that visual glide slope guidance such as PAPI is also visible at the Minimum Descent height. Note: The above figures are either reported RVR or meteorological visibility converted to RVR. Note: The MDH mentioned in the above table refers to the initial calculation of MDH. When selecting the associated RVR, there is no need to take account of a rounding up to the nearest 10 ft, (3 m), which may be done for operational purposes, such as conversion to the MDA. Note: For night operations the runway edge, threshold and runway end lights must be on.

GSAG Aviation




Route of Area Operations / General CAT.OP.MPA.135 Planning Minima for IFR Flights / Aeroplanes CAT.OP.185 GM1 CAT.OP.MPA.185 Meteorological Conditions / All Aircraft CAT.OP.MPA.245 Meteorological Conditions / Aeroplanes CAT.OP.MPA.246

8.1.6. Determination of Meteorological Information

All Flight Crew Members are required to develop and maintain an up-to-date working knowledge of the wide variety of the internet sources used for pre-flight planning as well as the manned and automated systems used for reporting actual and forecast aerodrome weather conditions. Flight Crew Members should review the following weather abbreviations and acronyms.

GSAG Aviation




WEATHER REPORTING ABBREVIATIONS

Automated Reporting

A01 – Automatic Observation

without Precipitation

Detection (rain / snow) A02 – Automated Observations

with Precipitation

Detection (rain / snow) AMD Amended Forecast (TAF)

Abbreviations

BECMG – Becoming

(Expected Between 2 Digit

Beginning Hour and 2 Digit

End Hour)

BKN – Broken CAVOK - Vis more than 10 km

-No clouds are reported/expected below 1500m (5.000 ft) or below the highest minimum sector altitude whichever is greater and no cumulonimbus. -No significant weather expected.

CB – Cumulonimbus CLR – Clear at or Below 12 000 feet (AWOS / ASOS

Report)

COR – Correction to the Observation D – d\Down Visibility Trend FEW – 1 or 2 Octas (Eights) Cloud FM – From (4 Digit Beginning Time in Hours and Minutes) LDG – Landing M – In Temperature Field Means “Minus” or Below Zero

M – In RVR Listing Indicates N – No Change in Visibility Trend NO – Not Available (is used as SLPNO, RVRNO)

NSC - No significant clouds NSW no significant weather

NSW – No Significant Weather OVC – Overcast P in RVR Indicates Visibility

Greater Than Highest Reportable

Sensor Value

P6SM – Visibility Greater Than 6 SM (TAF Only) PROB40 – Probability 40 Percent R – Runway (Used in RVR

Measurement)

RY / RWY – Runway SCT – Scattered

RMK – Remark SKC – Sky Clear SLP – Sea Level Pressure ( 1013 is Reported as 013)

SM – Statue Mile(s)

SPECI – Special Report

TCU – Towering Cumulus

TEMPO – Temporary Changes

Expected (Between 2 Digit

Beginning Hour and 2 Digit

Ending Hour)

TKOF – Take-Off U – Up Visibility Trend V – Varies (Wind Direction and (RVR) VC – Vicinity VRB – Variable Wind Direction When Speed is Less Than or Equal to 6 Knots V V – Vertical Visibility (Indefinite Ceiling) WS – Wind Shear (in TAFs, Low Level and not Associated With Convective Activity)

Intensity Qualifiers

BC – Patches BL – Blowing DR – Low drifting FZ – Super-cooled / Freezing MI – Shallow PR – Partial SH – Showers TS – Thunderstorm Intensity Values - Light+ Heavy

(No sign) Moderate

Weather Phenomena

BR – Mist DS – Dust Storm DU – Widespread Dust DZ – Drizzle FC – Funnel Cloud +FC – Tornado / Water Spout FG – Fog FU – Smoke GR – Hail GS – Small hail / Snow Pellets HZ – Haze IC – Ice Crystals PE – Ice Pellets PO – Dust / Sand PV – Spray

RA – Rain

SA – Sand

SG – Snow Grains SN – Snow SQ – Squall SS – Sandstorm UP – Unknown Precipitation (Automated Observations) VA – Volcanic Ash

Visibility Less Than Lowest Reportable Sensor Value (is Reported as M600)

GSAG Aviation




Training of weather, weather charts and weather briefings shall be given to all Flight Crew Members during their initial and recurrent training. Meteorological Conditions / All Aircraft CAT.OP.MPA.245 IFR flights On IFR flights the Commander shall only: Commence take-off; or Continue beyond the point from which a revised ATS flight plan applies in the event of in-flight

replanning. When information is available indicating that the expected weather conditions, at the time of arrival, at the destination and/or required alternate aerodrome(s) are at or above the planning minima. On IFR flights, the Commander shall only continue towards the planned destination aerodrome when the latest information available indicates that, at the expected time of arrival, the weather conditions at the destination, or at least 1 destination alternate aerodrome, are at or above the applicable aerodrome operating minima. VFR Flights On VFR flights, the Commander shall only commence take-off when the appropriate weather reports and/or forecasts indicate that the meteorological conditions along the part of the route to be flown under VFR will, at the appropriate time, be at or above the VFR flight condition limits. Meteorological Conditions / Aeroplanes CAT.OP.MPA.246 and in Addition to CAT.OP.MPA.245 IFR Flights in an Aeroplane The Commander shall only continue beyond: The decision point when using the reduced contingency fuel (RCF) procedure; or The pre-determined point when using the pre-determined point (PDP) procedure, When information is available indicating that the expected weather conditions, at the time of arrival, at the destination and/or required alternate aerodrome(s) are at or above the applicable aerodrome operating minima.

GSAG Aviation




Use of Isolated Aerodromes / Aeroplanes CAT.MPA.106 Fuel Policy CAT.OP.MPA.150 CAT.OP.MPA.150 (151 for Performance Class B aircraft) AMC1-2 CAT.OP.MPA.150(b) GM1 CAT.OP.MPA.150(b) GM1 CAT.OP.MPA.150(c)(3)(i) GM1 CAT.OP.MPA.150(c)(3)(ii) Fuel Policy / Alleviations CAT.OP.MPA.151 In-Flight Fuel Management CAT.OP.MPA.280 Fuel and Oil Supply CAT.OP.MPA.260 The Commander shall only commence a flight or continue in the event of in-flight re-planning when they are satisfied that the aircraft carries at least the planned amount of usable fuel and oil to complete the flight safely, taking into account the expected operating conditions.

8.1.7. Determination of the Fuel, Oil, and Water Methanol Carried

The Commander will ensure that fuel, oil and (if applicable) Water Methanol checks are carried out at regular intervals throughout the flight by monitoring the appropriate cockpit gauges and flows. On flights of more than 1 hour duration, checks are to be carried out at not more than 1 hour intervals. On flights of less than 1 hour, an intermediate check is to be made at a convenient time when the cockpit workload is low. At each check, the remaining fuel shall be recorded and logged and evaluated in order to: Compare actual consumption with planned consumption; Check that the fuel remaining will be sufficient to complete the flight; Determine the expected fuel remaining on arrival at the destination. Fuel Level Assessment If an in-flight fuel check reveals that the expected fuel remaining on arrival at the destination will be less than the required alternate fuel, when deciding whether to proceed to the destination aerodrome or to divert. The Commander will assess: The traffic density, operational and meteorological conditions (actual and forecast) at destination

aerodrome and along the diversion route to the alternate aerodrome; Operational and meteorological conditions prevailing and expected at the alternate aerodrome. Emergency Action The Commander shall declare an emergency to ATS when the actual useable fuel on board is less than final reserve fuel and divert to the nearest suitable aerodrome. Re-planning and Contingency Planning for Fuel, Oil due to Deteriorating Weather at Destination Aerodrome While En-route If the en-route or aerodrome weather conditions have deteriorated while en-route, the Commander shall re-calculate the fuel required for a diversion around weather, estimated holding, a possible diversion to the

GSAG Aviation




alternate, landing mass of the aircraft and stopping distance. It is possible that replanning may be necessary more than one time during the flight. REGULATION (EU) No 965/2012


ANNEX I

8.1.8. Mass and Center of Gravity

8.1.8. (a) Definitions

Arm The horizontal distance from the datum to any component of the aircraft or to any object located within the aircraft is called the ARM. Other terms used interchangeably with arm are fuselage station and centroid (on large transport category aircraft). Center of Gravity Arm / CG Arm The arm obtained by adding the aircraft’s individual moments and dividing the sum by the total mass. Center of Gravity Computation / CG Computation By totaling the mass and moments of all components and objects carried, the point where a loaded aircraft will balance can be determined. This point is known as the center-of-gravity. Center of Gravity Limits / CG Limits The specified longitudinal (forward and aft) or lateral (left and right) points within which the CG must be located during flight. The CG limits are indicated in the aircraft flight manual. Center of Gravity Envelope / CG Moment Envelope An enclosed area on a graph of the aircraft loaded mass and loaded moment. If lines drawn from the mass and loaded moment cross within this envelope, the aircraft is properly loaded. Center of Gravity Range / CG Range The point at which an aircraft would balance if suspended. Its distance from the reference datum is determined by dividing the total moment by the total mass of the aircraft. It is the mass center of the aircraft, or the theoretical point at which the entire mass of the aircraft is assumed to be concentrated. It may be expressed in percent of MAC (mean aerodynamic cord) or in inches from the reference datum. Chord A straight-line distance across a wing from leading edge to trailing edge. Empty Mass The mass of the airframe, engines, all permanently installed equipment, and unusable fuel. Depending upon the part of the federal regulations under which the aircraft was certificated, either the un-drainable oil or full reservoir of oil is included. Empty-Mass Center of Gravity (EWCG) This is the center of gravity of the aircraft in the empty condition, containing only the items specified in the aircraft empty mass. This CG is an essential part of the mass and balance record of the aircraft. Empty-Mass Center of Gravity Range The distance between the allowable forward and aft empty-mass CG limits. Landing Mass The takeoff mass of an aircraft less the fuel burned and/or dumped en route. LEMAC Leading Edge of the Mean Aerodynamic Chord.

GSAG Aviation




Load Factor The ration of the maximum load an aeroplane can sustain to the total mass of the aeroplane. Normal category aeroplane must have a load factor of a least 3.8, Utility category aeroplane 4.4, and acrobatic category aeroplane, 6.0. Loading Graph A graph of load mass and load moment indexes. Diagonal lines for each item relate the mass to the moment index without having to use mathematics. Loading Schedule A method for calculating and documenting aeroplane mass and balance prior to taxiing, to ensure the aircraft will remain within all required mass and balance limitations throughout the flight. MAC Mean Aerodynamic Chord. Mass and Balance The aircraft is said to be in mass and balance when the gross mass of the aircraft is under the max gross mass, and the center of gravity is within limits and will remain in limits for the duration of the flight. Maximum Certified Take-Off Weight, (MCTOW) The aircrafts maximum take-off weight as certified by the manufacturer. Maximum Landing Mass Maximum mass approved for the landing touchdown. Maximum Operational Seating Configuration, (MOPSC) The total number of approved passenger seats in the aircraft. Maximum Structural Take-Off Mass The maximum structural take-off mass is the maximum permissible total aircraft mass at the start of the take-off run. Maximum Takeoff Mass Maximum mass approved for the start of the takeoff run. Maximum Mass The maximum authorized mass of the aircraft and all of its equipment as specified in the Type Certificate Data Sheets (TCDS) for the aircraft. Maximum Taxi Mass Maximum mass approved for ground maneuvers. This is the same as maximum ramp mass. Maximum Zero Fuel Mass The maximum authorized mass of an aircraft without fuel. This is the total mass for a particular flight less the fuel. It includes the aircraft and everything that will be carried on the flight except the mass of the fuel. Moment If the mass of an object is multiplied by its arm, the result is known as its moment. The moment may be thought of as a force that results from an object’s mass acting at a distance. Moment is also referred to as the tendency of an object to rotate or pivot about a point. The farther an object is from a pivotal point, the greater its force. PAX Passengers. Payload The total mass of all occupants, cargo, and baggage. Ramp Mass

GSAG Aviation




The zero fuel mass plus all of the usable fuel on board. Reference Datum A reference plane that allows accurate, and uniform, measurements to any point on the aircraft. Standard Empty Mass The mass of a standard aircraft including unusable fuel, full operating fluids, and full oil. Static Load The load imposed on an aircraft structure due to the mass of the aircraft and its contents. Station A location along the aircraft fuselage usually given in terms of distance from the reference datum. Useful Load Difference between takeoff\ mass, or ramp mass if applicable, and basic empty mass. Wing Chord A straight-line distance across a wing from leading edge to trailing edge. Zero Fuel Mass The maximum mass of an aircraft which includes useable fuel, full oil and full operating fluids.

GSAG Aviation




REGULATIONS (EU) No 965/2012

IR-OPS (Implementing Rules – Operations

ANNEX I

ANNEX IV

Mass and Balance / Aeroplanes CAT.POL.MAB.100 AMC1-3 CAT.POL.MAB.100(b) AMC1-2 CAT.POL.MAB.100(d) AMC1-2 CAT.POL.MAB.100(e) GM1-3 CAT.POL.MAB.100(e) Mass and Balance Data and Documentation / Aeroplanes CAT.POL.MAB.105

8.1.8. (b) Methods, Procedures and Responsibilities for the Preparation of Mass and Centre of Gravity Calculations

Before each flight the Commander shall declare to the Flight Crew which mass and balance system will be used, the actual passenger mass system or the standard mass system. All mass and balance calculations shall be made in accordance with the aircraft manufacturer’s recommendations and the AFM. The Commander and Flight Crew shall ensure that at any phase of operations that the centre of gravity of the aircraft complies with the limitations specified in the approved AFM. The Commander or designated Flight Crew Member shall ensure the proper loading of the aircraft which includes passengers, baggage, cargo and any freight that might be loaded in any compartment. At no time shall the structural limits of the floor, maximum limits of a compartment, maximum per running meter or maximum seating limits be exceeded. GSAG Aviation has established a mass and the centre of gravity for all GSAG Aviation aircraft by actual weighing prior to initial entry into service and thereafter at intervals of 4 years if individual aircraft masses are used and 9 years if fleet masses are approved by the Authority for use. The Director of Maintenance shall account for and properly document all accumulated effects of modifications and repairs on the mass and balance of each GSAG Aviation aircraft. All GSAG Aviation aircraft shall be reweighed if the effect of modifications on the mass and balance is not accurately known. If there is any possibility that an extreme variation in CG travel may occur during the flight, the passengers shall be briefed not to congregate in the aft or forward section of the cabin. The Commander and Flight Crew shall ensure that an extreme variation in CG does not occur due to fuel transferring, balancing, or fuel consumption. Before each flight the Commander and the Flight Crew shall ensure that the take-off mass of the aircraft does not exceed the maximum take-off mass specified in the AFM for the pressure altitude and the ambient temperature at the departure aerodrome. Before each flight the Commander and Flight Crew shall ensure that the following requirements are not exceeded when calculating the maximum permitted take-off mass: The accelerate-stop distance shall not exceed the accelerate-stop distance available; The take-off distance shall not exceed the take-off distance available, with a clearway distance not

exceeding hall of the take-off run available; The take-off run shall not exceed the take-off run available;

GSAG Aviation




On a wet or contaminated runway the take-off mass shall not exceed that permitted for a take-off on a dry runway under the same conditions..

Note: Compliance with this section shall be shown using a single value of V1 for the rejected and continued fake-off. The Commander and Flight Crew shall take account of the following when making mass calculations: The pressure altitude at the aerodrome; The ambient temperature at the aerodrome; The runway surface condition and the type of runway surface; The runway slope in the direction of take-off; Not more than 50% of the reported head-wind component or not less than 150% of the reported tailwind

component; and The loss of runway length due to a miss-alignment of the aeroplane prior to take-off. Mass Values for Crew GSAG Aviation, Commander and Flight Crews shall use the following mass values to determine the dry operating mass: Actual masses including any crew baggage: or Standard masses including hand baggage of 85 kg for Flight Crew Members and 75 kg for Cabin Crew

members; or Other standard masses acceptable and approved by the Authority prior to use. The Commander and Flight Crew shall correct the dry operating mass to account for any additional baggage prior to engine start. The position of this additional baggage must be accounted for when establishing the centre of gravity of the aircraft.

GSAG Aviation




Mass and Balance Data and Documentation / Aeroplanes AMC1 CAT.POL.MAB.105 (a)-(c) GM1-2 CAT.POL.MAB105(e)

8.1.8.(c) The Policy for using either Standard and or Actual

8.1.8 (d) The Method for Determining the Applicable Passenger, Baggage and Cargo Mass

Computerised Systems The Commander and a designated Flight Crew Member shall ensure that the input data is entered correctly into the system. When a mass and balance documentation is generated by a computerized mass and balance programme, the Commander and a designated Flight Crew Member shall ensure the integrity of the final data before each flight. The computerized mass and balance programme output data is checked on a continuous basis by verifying the output data at intervals not exceeding 6 months. GSAG Aviation is using the actual mass of each passenger, baggage and hand baggage. It is the responsibility of the Commander to ensure that the aircraft is operated for the duration of every flight within the approved centre of gravity limits as specified in the appropriate AFM. A computer programme for computing mass and balance performance may be approved by the Authority for this task. If approved, the computer programme is available for most aircraft the GSAG Aviation operates. For GSAG Aviation aeroplane with 10 or less passenger’s seats, GSAG Aviation shall compute the mass of passengers and checked baggage using the actual mass of each passenger and the actual mass of checked baggage. When asking the mass of each passenger, specific constants shall be added to account for hand baggage and clothing. The constants will not be less than: 4kg for clothing; 6kg for hand baggage. The maximum mass for all carry on hand baggage weather it is 1 bag or a combination of bags and articles is 12kg. When allowing passengers to board the aircraft on this basis shall consider the passengers stated mass and the mass of the passenger’s clothing and hand baggage. If there is any question with regards to a person’s mass or the mass of their hand baggage or clothing, a Flight Crew Member shall ask the passenger to be weighed by scale and may handle the passenger’s clothing and hand baggage to assure the mass is correct or make an adjustment on the mass and balance documentation. Where necessary the stated mass of the passenger and the specific constants will be increased so as to avoid gross mass and balance inaccuracies. The influence of the passengers mass and baggage mass and there relevant positions on the aircraft centre of gravity shall be determined and documented prior to engine start of each flight. Standard Mass Values for Passengers and Baggage This section does not apply to GSAG Aviation’s operation. We are using the asked and actual passenger mass programme. 8.1.8 (e) The Applicable Passenger and Baggage Masses for Various Types of Operations and Aircraft Types 8.1.8.(f) General Instruction and Information Necessary for Various Types of Mass and Balance Documentation in Use

GSAG Aviation




The mass and balance documentation shall be completed prior to each flight. The documentation shall specify the load and distribution. The documentation shall enable the Commander to determine that the mass and balance load is within the aircraft manufacturer’s tolerances and have not been exceeded. The person who calculated the mass and balance for the flight must list their name and sign the mass and balance document and assure that the load is within the limits of the AFM. The document must be reviewed and signed by the Commander which will indicate the acceptance of the mass and balance calculations. The mass and balance documents will be kept onboard the aircraft for each leg of the trip and turned in with the end of trip documentation. The records will be kept at the Company’s main operations base for a minimum of 3 months. The GSAG Aviation mass and balance documentation contains the following information: The flight identification number and date; The Commander’s name; The name of the person who prepared the document; The dry operating mass and the corresponding CG of the aircraft; The mass of the fuel at take-off and the mass of trip fuel; The mass of consumables other than fuel; The components of the load including passengers, baggage, freight and ballast; The take-off mass, landing mass and zero fuel mass; The load distribution; The applicable aircraft CG positions; and The limiting mass and CG values. Only by the approval of the Authority, GSAG Aviation understands that it may omit some of this data from the mass and balance documentation,

8.1.8. (g) Last Minute Changes Procedures

If any last minute change, (LMC) occurs after the completion of the initial mass and balance documentation will immediately be brought to the attention of the Commander. The last minute change must be entered on the mass and balance documentation and the mass and balance recalculated prior to take-off. The original mass and balance documentation will show the maximum allowed changes in the number of: Passengers: specifies the maximum number of passenger that may be added; Hold Load: specifies the maximum mass change that may be added or subtracted. If the maximum passenger number or mass is exceeded, new mass and balance documentation must be prepared.

GSAG Aviation




Mass and Balance GM1 CAT.POL.MAB.100(g)

8.1.8. (h) Specific Gravity of Fuel, Oil and Water Methanol and;

Before each flight the Commander or designated Flight Crew Member shall determine the mass of the fuel load by using the actual density or it not knowing the density calculated in accordance with a method specified in the Operations Manual. GSAG Aviation uses the actual density of the fuel to determine the mass of the fuel load prior to starting engine.

8.1.8. (i) Seating Policy / Procedures

The Commander shall decide if an assigned seating policy should be used prior to passenger loading. Assigned seating may be required if there is a danger of exceeding the CG limits of the aircraft. The Commander will be responsible for assigning the seat or seats to passengers with an explanation to the passengers for the reasons for assigned seating. If a free seating programme is used, the Commander or Flight Crew shall ensure that the CG limits are not exceeded. If an extreme longitudinal seating selection occurs, the Commander or designated Flight Crew Member may assign a seat to a passenger or ask passengers to change seat to ensure that the aircraft is within CG prior to engine start. Submission of ATS Flight Plan Submission of ATS Flight Plan / Individual CAT.OP.MPA.190 AMC1 CAT.OP.MPA.190

8.1.9. ATS Flight Plan / Individual

The Commander shall ensure that prior to each flight that an ATS VFR / IFR flight plan has been filed either via the telephone or via the internet that contains at least the following information listed in paragraph 8.1.10. The Commander shall ensure that a flight is not commenced unless an Air Traffic Services, (ATS) flight plan has been submitted, or adequate information has been deposited in order to permit alerting services to be activated if required. When a flight plan has been activated, the Commander, upon canceling or completing the flight under the flight plan, shall notify the ATS facility to close the flight plan. ATS Flight Plan / Repetitive If a GSAG Aviation flight is a regular occurrence from a specific aerodrome to a specific aerodrome that departs at the same time daily or weekly and the same type of aircraft is used for the flight, a Repetitive Flight Plan may be filed by GSAG Aviation under the supervision of the Flight Operations Manager. The Repetitive Flight plan will be filed and will include the most direct routes using approved airways for the flight plan. Once the flight has departed, the Commander may request a route deviation from the ATS facility for weather avoidance. GSAG Aviation will cancel the Repetitive Flight Plan when the flight has been canceled, rescheduled or if a different type of aircraft is used for the route.

GSAG Aviation




Flight Preparation CAT.OP.MPA.175 (a)

8.1.10. Operational Flight Plan

The Commander shall ensure that prior to each flight that an ATS VFR / IFR Operational Flight Plan has been filed either via the telephone or via the internet that contains at least the following information: The aircraft identification number and, if necessary, its radio call sign; The type of the aircraft or, in the case of a formation flight, the type of each aircraft and the number of

aircraft in the formation; The full name and address of the Commander or, in the case of a formation flight, the formation

Commander; The point and proposed time of departure; The proposed route, cruising altitude (or flight level), and true airspeed at that altitude; The point of first intended landing and the estimated elapsed time until over that point; The amount of fuel on board (in hours); The number of persons in the aircraft, except where that information is otherwise readily available to the

ATS and the Authority; Any other information the Commander or ATS believes is necessary for ATS purposes. When a flight plan has been activated, the Commander, upon canceling or completing the flight under the flight plan, shall notify the ATS facility to close the flight plan.

8.1.11. Operator’s Aircraft Technical Log

The GSAG Aviation uses a combination of the Aircraft Journey Log, Aircraft Technical Log and Forms to make up the technical log system and when combined contain following information for each aircraft. The technical information is as follows: Information about each flight necessary to ensure continued flight safety; The current aircraft certificate of release to service; The current maintenance statement of the aircraft maintenance status; The scheduled maintenance; Any out of phase or any unscheduled maintenance; Next due maintenance; Any outstanding deferred detects that effect the operation and the aircraft; Any necessary guidance instructions on maintenance support arrangements for the aircraft. The following forms and logs or a combination of them will be used to meet the requirements of this regulation: The Maintenance Status Report; The Journey Log; The Technical Log; The MEL Deferred Discrepancy Form; The Unscheduled Maintenance Form; The Maintenance MEL Deferred Discrepancy Item Form. Note: GSAG Aviation understands that with the approval of the Authority, the maintenance statement may be kept at a satellite base or a Company office other than the main base of operations.

GSAG Aviation




Samples of the Forms and a description of their completions are kept in the XXX section. Journey Log ORO.MLR.110 The Journey Log is in a bound booklet with sequential numbers on each page and is a 3 part carbon less form. A new Journey Log will be started for the first flight of the day after the pre-flight has been completed. The Journey Log will be started by the Commander or a designated Flight Crew Member. The Commander will review the yellow copy of the Journey Log from the previous flight to `heck if there are any discrepancies or deferred discrepancies that may still be open. The Commander or designated Flight Crew Member will cross reference the Aircraft Maintenance Status Report to verify that both the Journey Log Status and the Aircraft Maintenance Status Report are in agreement and that no inspections will be over flown during the flight. The Director of Maintenance or Dispatch will be contacted to verify the status of any inspections that are in question before the aircraft’s preflight inspection has been performed. The Aircraft Journey Log will be completed for all flights and all new discrepancies will be logged on the Journey Log and then logged on the Technical Log and submitted with all other documents at the end of the day to the maintenance office. The documents may be faxed or sent as an email attachment. The Director of Maintenance or designee will review the documents and schedule any maintenance to resolve any discrepancies. Top White Copy: A new Journey Log will be started and the White copy of the day’s flight will be turned in with the Pink copy of the previous day’s flight. The Commander will review and sign the White copy. These copies of the Journey Log will be tuned in with the rest of the documents at the end of the flight day and forwarded to Maintenance by Dispatch. This copy will be kept with the aircraft’s permanent records. Middle Pink Copy: This copy of the most previous flight will be reviewed signed by the Commander and turned with the White that logs the current day’s flight. These copies will be turned into Dispatch with the rest of the documents at the end of the flight day. This copy will be used to update the Flight Crew’s flight times to assist with time and duty and scheduling the Flight Crew for the next flight assignment. Bottom Yellow Copy: This copy will be kept in the bound booklet in the aircraft for 30 days. This copy in the bound booklet is to serve as a reference to any discrepancies that have not been cleared and a record as to when the discrepancies have been cleared. At no time will the Yellow Journey Log pages be removed from the bound booklet if an uncorrectable mistake is made. If an uncorrectable mistake is made in completing the form, the word “Void”, shall be entered onto the form and a new Journey Log is to be started. At no time should the sequential numbers be out of sequence or pages missing from the booklet. The last ten Journey logs will be kept onboard the aircraft in the bound booklet.

GSAG Aviation




Documents, Manuals and Information to Be Carried CAT.GEM.MPA.180 AMC1 CAT.GEN.MPA.180 GM1s CAT.GEN.MPA.180(a)(5); (a)(9); (a)(13); (a)(14) & (a)(23)

8.1.12. List of Documents, Forms and Additional Information to be Carried

The following forms and logs are to be carried onboard the aircraft and completed as necessary on every flight: The Maintenance Status Report; The Journey Log; The Technical Log; The MEL Deferred Discrepancy Form; The Unscheduled Maintenance Form; The Maintenance MEL Deferred Discrepancy Item Form; A copy of the Operational Flight Plan; A copy of the Aircraft’s Mass and Balance; Appropriate NOTAM / AIS briefing documentation; Appropriate meteorological information; Notification of special categories of passenger such as security personnel, if not considered as crew,

handicapped persons, inadmissible passengers, deportees and persons in custody; Notification of special loads including dangerous goods including written information to the Commander; Current maps, IFR and VFR charts and associated documents; Current Approach Plates, SID’s, STAR’s; Any other documentation which may be required by the States concerned with the flight, such as cargo

manifest, passenger manifest, customs and immigration forms; Forms to comply with the reporting requirements of the State and or the Authority. GSAG Aviation understands that the Authority may approve this information, or parts thereof, to be presented in an electronic format and on printed paper as an emergency backup. An acceptable standard of accessibility, usability and reliability must be assured. If GSAG Aviation is approved to use electronic charts and approach plates, the Commander shall ensure that a current up to date paperback ups of the SID’s STAR’s, charts and approach plates are onboard the aircraft before starting engines.

8.2. Ground Handling Instructions

GSAG Aviation has established these procedures and instructions, for each GSAG Aviation aircraft type. These procedures and instructions are relevant to ground staff and crew member’s duties for the specified aircraft types listed in the Company Information Chapter types for operations on the ground Each employee will be given a minimum of 2 hours of training on each aircraft that they will be towing when they are initially hired or if a new type of aircraft is added to the Company fleet. Each employee will be given 2 hour of refresher training annually which will cover all of the aircraft that the employees are currently towing. Some of the training may be on the job and completed on the ramp under the supervision of a designated and qualified person who has satisfactorily completed tow training for that specific aircraft. A record of the employees training will be kept at the base where the employee is currently working. A copy of all ramp employees training records will be kept at the GSAG Aviation’s main operations base. For further Ground Handling Procedures, See paragraph 8.2.2. (i)

GSAG Aviation




Fuelling with Passengers on Board or Boarding / Disembarking CAT.OP.MPA.195 AMC1 CAT.OP.MPA.195 Refuelling / Defuelling with Wide-Cut Fuel CAT.OP.MPA.200 GM1 CAT.OP.MPA.200

8.2.1. Fueling Procedures

All GSAG Aviation aircraft will be fueled according the manufacturer’s recommendations and the AFM. The purpose of this section is to provide the Flight Crews with the Company’s policies and procedures to be followed by the Flight Crews and communicated to the fuel handling personnel for the acceptance of fuel from aerodrome storage, fuel truck and the dispensing of the fuel into the aircraft. It is the responsibility of the Commander or designated Flight Crew Member to ensure the correct safety procedures are followed and the aircraft has been fueled correctly in accordance with the aircraft manufacturer’s fuelling procedures for the specific aircraft. The Commander or designated Flight Crew Member will coordinate with fuelling personnel and ensure proper guidance for the fuelling of the Company’s aircraft. One Flight Crew Member should be with the aircraft when it is being fueled to ensure that the proper grade fuel is used and the proper quantity is loaded.

GSAG Aviation




Conversion Table for International Flights

Liters x 0.26 = U.S. Gallons

U.S. Gallons x 3.7854=Liters

U.S. Gallons x 0.8327=Imperial Gallons

Imperial Gallons x 1.2010 =U.S. Gallons

Turbine and Jet Aeroplane Aviation Kerosene, JP-5 / Jet-A, will always be used for the fuelling of the aeroplane, with the sole exception that JP-4 may be used when JP-5 / Jet-A is unavailable. If JP-4 was the only choice to refuel the aircraft, it must be entered in the Aircraft Technical Log. The AFM should be used for specific procedures. The Director of Maintenance will be notified before the JP-4 is used in the aircraft. Refuelling / Defuelling with Wide-Cut Fuel This section does not apply to GSAG Aviation’s operation as we do not use wide-cut fuel, such as Jet-B or an equivalent. Flight Crew Responsibilities During Fuelling / Refuelling The Commander is responsible for determining the proper type and correct amount of fuel serviced at each station and to correlate this amount with the total fuel as reported by the fuelling personnel and as indicated by the fuel gauges. The Commander will calculate and recheck the fuel load. Refuelling operations will be supervised by a Designated Flight Crew Member or by GSAG Aviation maintenance personnel. Safety When Refuelling / Defuelling The Commander or Designated Flight Crew Member should check the fuel filter servicing data for the fuel truck or dispensing unit to ensure that required inspections have been completed within the previous 12 months. The aircraft shall not be fueled from fuel dispensers that have not had the inspection performed or do not have record of an inspection.

8.2.1. (a) Safety Precautions when the APU is in Operation

Single Point Refuelling / De-Fueling for Aircraft Equipped with and APU Refuelling may be conducted with the APU in operation providing that the APU is in operation once the fuelling hose has been connected to the aircraft and remains in operation until the fuelling hose has been disconnected from the aircraft. The starting or stopping of the APU during fuelling or de-fuelling operations is prohibited. The Flight Crew shall check and be familiar with AFM for specific aircraft APU operating procedures during fuelling or de-fuelling operations before the fuelling or de-fuelling operations begin. Over Wing Refuelling / De-Fueling for Aircraft Equipped with and APU Operation of the APU is prohibited for all GSAG Aviation aircraft with an over the wing fuelling design. Engines Running when Refuelling / De-Fueling Turbo Jet Engines Running when Refuelling / De-Fueling

GSAG Aviation




In the interests of safety, it is GSAG Aviation’s policy that all engines will be shut down before fuelling or de-fuelling operations begin. Turbo Prop Engines Running when Refuelling / De-Fueling In the interests of safety, it is GSAG Aviation’s policy that all engines will be shut down before fuelling or de-fuelling operations begin. Bonding The GSAG Aviation fuelling policy requires that the aircraft be bonded to the fuel truck by use of a bonding wire to prevent electrical voltage between the 2 units. A wire that is grounded to the earth is not an acceptable practice; a bonding wire is always required. Lightning Fuelling operations will be suspended when lightning, electrical or any thunderstorm activity is in the immediate vicinity of the aerodrome. Fire Precautions The Commander will ensure the following are complied with during refuelling operations: No smoking and no flames or fires shall be permitted within 100 ft, (35 m) of an aircraft while fuelling; Weather radar shall be turned off; No Radio transmissions will made until fuelling is complete and the fuel truck has departed the area; No switches, leavers should be turned on, of or changed from their existing positions while fuelling. This

includes exterior lighting switches as well; No electric tools shall be operated in or near the aircraft during refuelling; The aircraft oxygen system will not be serviced during fuelling operations; Aircraft and the fuel truck or ground dispensing unit shall be bonded to minimize electrical discharges; Do not allow any fuel to be pumped to the aircraft from drums or open air containers; The GPU, if being used, will be connected or started prior to refuelling operations and not disconnected

until fuelling is completed. The GPU will be positioned as far away from the fuel truck and aircraft fuelling points as is practical;

When single point refuelling is used, ensure the fuelling pressure does not exceed the pressured or the pressure is too low for the aircraft.

The Commander may designate the above tasks to another Flight Crew Member but will still retain full responsibility for the correct fuelling or refuelling of the aircraft. During the refuelling operation, the following indications are cause for alarm as to the quality of fuel being pumped into an aircraft: Surging or shutdown and restarting of the pumping system; If a pressure gauge is installed, a reading of less than 20 psi may indicate clogging of the filter and a 0

psi reading may indicate that a filter has not been installed.

GSAG Aviation




Fuelling with Passengers on Board or Boarding / Disembarking CAT.OP.MPA.195

8.2.1. (b) Fuelling with Passengers on Board or Boarding / Disembarking

Fueling or Re-Fuelling with Passengers Embarking / Disembarking When passengers are embarking and or disembarking, the Commander or designated Flight Crew Member will be in attendance in or near the aircraft to: Enforce no smoking regulations. Guide passengers along a safe path to and from the aircraft. Guide the passengers from aircraft and ensure that no passengers cross or step over fuelling hoses or

cables. Fuelling may be carried out only at those aerodromes where the authorities permit. When passengers are embarking, disembarking or remaining on board during refuelling or defuelling. ATS and aerodrome fire services are to be advised that refuelling will be taking place with passengers on board (this can be done by the refuelling agent) and the following precautions will be taken: One qualified person will remain at a specified location during fuelling operations with passengers on

board. This qualified person will be capable of handling emergency procedures concerning fire protection and fire-fighting, handling communications and initiating and directing an evacuation;

2-way communications shall be established prior to fuelling and shall remain available by the aircraft inter-communications system or other suitable means between the ground crew supervising the refuelling and the qualified personnel on board the aircraft. Radio communication shall not be used during fuelling except in an emergency;

The fuel truck or in ground fuelling point will be in a position relative to the aircraft so as not to impede an exit if an emergency evacuation becomes necessary;

The ground area beneath the exits intended for emergency evacuation and slide deployment areas will be kept clear and provision is made for a safe evacuation;

An announcement should be made advising crew and passengers that refuelling is about to take place and that passengers are not allowed to smoke while fuelling is taking place;

Passengers and crew that no individual items of electrical equipment may be switched on or off whilst refuelling is in progress;

Fasten Seat Belts signs shall be off; The No Smoking signs shall be on together with interior lighting to enable emergency exits to be easily

identified; All main exits must be open with steps deployed, if applicable; Refuelling shall be stopped immediately f ANY fuel vapor is detected inside the cabin, or any other hazard

arises. If steps are not available, the doors will be armed and manned in accordance with Cabin Crew Member

procedures. Cabin Crew must be positioned at their assigned exits; those without door responsibilities are to patrol the

cabin.

GSAG Aviation




Refuelling / Defuelling with Wide-Cut Fuel CAT.OP.MPA.200 GSAG Aviation does not allow the use of wide-cut fuels.

8.2.1. Precautions to be taken to Avoid Mixing Fuels

The Commander shall take every precaution to avoid the mixing of fuels when refuelling / de-fuelling. The Commander or designated Flight Crew Member shall meet the fuel truck or fuelling pump unit to ensure that the proper fuel type is placarded on the fuel truck of pumping unit. If a fuel truck arrives that has a split tank design, i.e. 1 compartment for AV Gas and 1 compartment for Jet A, the Commander or designated Flight Crew Member shall insist that the fuelling operator take a sample or sump the tank that the fuel is going to be dispensed from. The Commander or designated Flight Crew Member shall inspect the sample for the proper fuel colour and any contaminants. If there is any question with the regards to the sample of fuel that has been taken, no fuel will be taken onboard and another fuel vendor will be contacted or another fuel truck will be requested. Post Fuelling Cross-Check If there have been any malfunctions reported concerning the fuel gauges, the Commander will designate a qualified maintenance person or Flight Crew Member who will check, by dip-stick, tanker readings or other approved method, the actual amount of fuel on board against the amount of fuel in the aircraft tanks as indicated by flight-deck fuel gauges. After fuelling, ensure the following: The desired amount of fuel is in each tank. The fuel is free from any contamination. A designated Flight Crew Member will check that all fuel and oil tank caps are secure before the cabin door is closed and the preflight check is considered complete. Suspected Fuel Contamination When the suspicion of fuel contamination exists fuel tanks may be sumped immediately but it is likely that even a high concentration of contamination may not be found until the aircraft has been in a stationary position for some time. Allow least 2 hours without aircraft movement for contaminants to settle. If the aircraft is moved during this period it is necessary to start the 2 hour period again. A fuel quality test should be accomplished and if any doubt exists as to the condition of the fuel the aircraft must be de-fueled and a maintenance inspection of the fuel system undertaken to ensure contaminant free condition. The aircraft will not depart if there is any question that there may be any kind of contamination in the fuel. If there is any reason to suspect that there is contamination in the fuel in-flight, the aircraft will initiate an immediate landing at the nearest suitable aerodrome. Fuel and Oil supply The Commander shall not commence a flight unless they are satisfied that the aircraft carries at least the planned amount of fuel and oil to complete the flight safely, taking into account the expected operating conditions. Fuel Spills All fuel spills should be considered a potential fire hazard and immediately reported to the aerodrome Authority, aerodrome security, the aerodrome emergency response team or the aerodrome hazmat team. The Commander will delegate a qualified person to establish a fire watch and keep unauthorized persons clear of the fuel spill area. The fire watch will be continued until the proper authorities have arrived and the fuel spill has been properly contained and clean-up is under way. If there are no agencies at the aerodrome to attend to the fuel spill, the Commander will delegate a qualified person to establish a fire watch and keep unauthorized persons clear of the fuel spill area. The Flight Crew

GSAG Aviation




will contact the fuelling agent and request that and absorbent, sand or dirt be brought to and applied to the spill area. Do not start the GPU, APU or fuel truck or underground fuel supply until the area has been toughly cleaned and there is no risk of fire. Method of Carriage of Persons CAT.GEN.MPA.165 All GSAG Aviation, Flight Crews, Cabin Crew and employees shall be vigilant when the aircraft is being loaded and take all reasonable measures to ensure that no person secretes themselves or secretes an animal, cargo on board an aircraft. The Commander shall be notified immediately if there is reason to believe that an undeclared person, piece of baggage, animal or cargo has been placed onboard the aircraft. If the report of an undeclared person, piece of baggage or cargo is reported while the aircraft is still on the ground, the Commander shall immediately return to the ramp area and park the aircraft. All persons, baggage and cargo shall be off loaded and accounted for by each Crew Member and Passenger. The baggage and cargo shall be compared to the load manifest. If the aircraft is airborne and the Commander is notified of an undeclared person, piece of baggage or cargo, the Commander shall alert ATS and request a diversion to the nearest suitable aerodrome for landing. Once on the ground, the Commander shall taxi to the ramp area and park the aircraft. All persons, baggage and cargo shall be off loaded and accounted for by each Crew Member and Passenger. The baggage and cargo shall be compared to the load manifest. The proper authorities shall be notified immediately if there is any suspicion of the Crew or passengers being in any danger. In Flight All Flight and Cabin Crew Members shall take all measures to ensure that no person is in any part of an aircraft in flight that is not designed for the accommodation of persons unless temporary access has been granted by the Commander.

GSAG Aviation




Carriage of Special Categories of Passengers (SCPs) CAT.OP.MPA.155 AMC1 CAT.OP.MPA.155(b) Stowage of Baggage and Cargo CAT.OP.MPA.160 AMC1-2 CAT.OP.MPA.160 Passenger Seating CAT.OP.MPA.165 AMC1-2 CAT.OP.MPA.165 GM1 CAT.OP.MPA.165

8.2.2. Aircraft Passengers and Cargo Handling Procedures Related to Safety

The Commander is responsible for the overall boarding of the aircraft but may delegate the responsibilities to a qualified designated Flight Crew Member or Cabin Crew member. No exits that have been designated as emergency exits will be used to embark or disembark the passengers for normal operations. Before boarding the aircraft, the passengers will be instructed and briefed by the Commander, designated Flight Crew or Cabin Crew on the seating policies for the flight; either assigned seating or free seating, for the flight will be used. The aircraft will be boarded so as not to cause an in-balance of the aircraft. The Commander, Flight Crew or Cabin Crew will consult the AFM and be familiar with all loading requirements and limitations for the aircraft prior to the flight being boarded. All passengers must be in their seat with their seat belt fastened before the aircraft engines are started. The Commander shall ensure that the “Fasten Seat Belt” sign is illuminated prior to starting the engines. Before the engines are started, any person that is seated next to an emergency exit shall be asked by the Flight Crew or Cabin Crew if they are able and are willing to assist other passengers in the event of an emergency evacuation of the aircraft. The passenger shall be move to another seat if they are not able or are not willing to assist other passengers in the event of an emergency evacuation. The Commander, Flight Crew and Cabin Crew shall take all measures to ensure that no person is in any part of an aircraft in flight which is not a part designed for the accommodation of persons unless temporary access has been granted by the Commander to any part of the aircraft: For the purpose of taking action necessary for the safety of the aircraft or of any person, animal or goods

therein; or In cargo or stores are carried, being a part which is designed to enable a person to have access thereto

while the aircraft is in flight. The access points shall be clearly marked that they are off limits to passengers. Portable Electronic Devices The use of unauthorized electronic devices can cause interference with radio communications, navigation systems, and the operation of aircraft systems both during flight and on the ground, including the preflight period when aircraft systems are being checked. The regulations prohibit passengers from operating certain portable electronic devices on board commercially operated aircrafts, either in the air or on the ground. Most portable electronic devices have been addressed specifically in the following sections. It will be at the discretion of the Commander or Commander to prohibit the use of any portable electronic devise not listed below.

GSAG Aviation




Due to the potential interference with cockpit instruments and communication / navigation equipment, the uses of the following electronic devises are prohibited aboard the Company’s aircraft. Prohibited Devices AM / FM transmitters and receivers (radios, televisions); Portable or cellular telephones may be operated inside the aircraft until the doors are closed for departure

and after doors are opened upon arrival; Remote controlled toys Any other electronic device not on the acceptable list. Acceptable Devices The following electronic devises are acceptable aboard the Company’s aircraft: Calculators; Hand-held games; Hearing aids; Heart pacemakers; Audio tape players; CD players; MP3 players; Electric shavers; DVD or video players; Portable voice recorders; Portable laptop computers, notebooks, tablets and their accessories such as printers or scanners. The Commander retains authority to prohibit the use of voice recorders and computers during flight if the Commander suspects that they many interfere in any way with the aircraft navigation or communications systems. Passenger Briefing CAT.OP.MPA.170 Before each flight the Flight Crew shall ensure that: Passengers are given a verbal briefing about safety matters. GSAG Aviation understands that parts or all

of the briefing may be provided by an audio-visual presentation. Passengers are provided with a safety briefing card on which pictorial instructions indicate the operation of

emergency equipment and exits likely to be used by passengers. Before Take-Off Passengers are briefed on the following items, (if applicable): Smoking regulations; The use of mobile phones; Back of the seat to be in the upright position and tray table stowed; Location of emergency exits; Location and use of floor proximity escape path markings; Stowage of hand baggage; Restrictions on the use of portable electronic devices; The location and the contents of the safety briefing card. Passengers receive a demonstration of the following:

GSAG Aviation




The use of safety belts and or safety harnesses, including how to fasten and unfasten the safety belts and or safety harnesses;

The location and use of oxygen equipment if required, The location and use of life jackets, if required. Note: If applicable, passengers will also be briefed to extinguish all smoking materials when oxygen is being used. After Take-Off Passengers are reminded of the following if applicable: Smoking regulations; Use of safety belts and or safety harnesses including the safety benefits of having safety belts fastened

when seated irrespective of seat belt sign illumination. In-Flight In an emergency in-flight, the Flight Crew shall instruct the passengers of the correct procedures to ensure their safety and to meet the emergency. Before Landing Passengers are reminded of the following: No smoking; The use of mobile phones; Use of safety belts and or safety harnesses; Back of the seat to be in the upright position and tray table stowed; Re-stowage of hand baggage; Restrictions on the use of portable electronic devices. After Landing Passengers are reminded of the following: No smoking; The use of mobile phones; Use of safety belts and or safety harnesses. The aircraft shall stop taxiing if a passenger is not seated with their seat belt fastened.

GSAG Aviation




Carriage of Special Categories of Passengers (SCPs) CAT.OP.MPA.155

8.2.2. (a) Aircraft Handling Procedures Children, Infants, Sick Passengers, and Persons with Reduced Mobility

Infants Infants are defined as a person of an age of less than 2 years of age and may be seated on the lap of a parent or a legal guardian. Children Children are defined as persons of an age of 2 years and above but who are less than 12 years of age and must be issue a single seat. At no time will Children be allowed to be seated in the lap of a parent or guardian when onboard the aircraft for taxiing, take-off, in-flight or landing. Sick Passengers Passengers that require special medical attention or an in-flight nurse or assistant will be listed on the manifest as a sick passenger. The Commander will be advised of the [passenger and the passenger will not be seated next to an emergency exit. The Commander shall declare an emergency to ATS if a passenger becomes seriously ill while on the flight and deviate to the nearest suitable aerodrome. The Commander shall advise ATS of the nature of the emergency and have the appropriate medical teams meet the aircraft on the ramp. Reduced Mobility Passengers During the preflight meeting, the Flight Crew shall evaluate, discuss, and agree upon the responsibilities of each Flight Crew Member during an emergency evacuation of the aircraft. The Flight Crew shall have a standard, coordinated plan of action for an emergency evacuation of the aircraft prior to engine start. The Commander shall be alerted by the flight or Cabin Crew of any PRM, (Person with Reduced Mobility), that may need special assistance to evacuate the aircraft. If there is a question regarding the passenger’s disability, a Flight Crew Member shall confirm the passenger’s disability by asking the passenger and notifying the Commander of the PRM disability. The Commander shall decide an evacuation plan for any PRM that may need assistance evacuating the aircraft. There will be a mutual agreement between the PRM and the PRM’s family member, assistant, Crew Member or volunteer passenger who shall be briefed by a Flight Crew or Cabin Crew Member on what steps will be followed in case of an emergency evacuation and both the PRM and the selected passenger shall be in agreement before the flight departs. If the PRM does not have an assistant or family member traveling with them, the Commander will ensure that any PRM who may require assistance in an emergency evacuation is assigned a volunteer passenger or Crew Member to assist that passenger in the event of an aircraft evacuation. A PRM shall never be seated next to an emergency exit.

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Stowage of Baggage and Cargo CAT.OP.MPA.160

8.2.2.(b) The Permissible Size and Weight of Hand Baggage

The maximum mass for all carry on hand baggage weather it is 1 bag or a combination of bags and articles is 12kg. The maximum size for all carry on hand baggage is 22 cm x 35cm x 55 cm. or a maximum of 112 linear cm. 8.2.2. (c) Loading and Securing of Items in the Aircraft All baggage, cargo, including carry-on baggage, will be loaded and stored in accordance with the aircraft AFM limitations and any restrictions or cautions. No GSAG Aviation aircraft will load or carry cargo, including carry-on baggage, in or on any aircraft unless: The baggage or cargo is secured by an approved means; Each item carried in a cabin shall be stowed only in a location that is capable of restraining it; Mass limitations placarded on or adjacent to stowage must not be exceeded; The baggage or cargo is carried in an approved cargo rack, bin, or compartment installed in or on the

aircraft; Under seat stowage shall 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; Items will 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 mass that may be placed there;

Baggage and cargo shall be properly secured by a safety belt or other tie down having enough strength to eliminate the possibility of shifting under all normally anticipated flight and ground conditions, or for carry-on baggage, it is restrained so as to prevent its movement during air turbulence;

Baggage and cargo shall not be placed where it can impede access to emergency equipment; Baggage and cargo shall not impose any load on seats or on the floor structure that exceeds the load

limitation for those components; Baggage and cargo shall be placed in a position that obstructs the access to, or use of, any required

emergency or regular exit, or the use of the aisle between the crew and the passenger compartment, or located in a position that obscures any passengers view of the "seat belt" sign, "no smoking" sign, or any required exit sign, unless an auxiliary sign or other approved means for proper notification of the passengers is provided;

Baggage and cargo shall be placed directly above seated occupants unless placed in an approved stowage area;

It is stowed in compliance for take-off and landing; Baggage and cargo placed in lockers will not be of such size that they prevent latched doors from being

closed securely; Baggage and cargo shall be packaged or covered to avoid possible injury to occupants. Checks shall be made before take-off, before landing, and whenever the fasten seat belts signs are illuminated or it is otherwise so ordered to ensure that baggage is stowed where it cannot impede evacuation from the aircraft or cause injury by falling. This section does not apply if the cargo is loaded so that at least 1 emergency or regular exit is available to provide all occupants of the aircraft a means of unobstructed exit from the aircraft if an emergency occurs. Each passenger seat under which baggage may be stowed has been fitted with a means to prevent articles of baggage stowed under the seat it from sliding under crash in the event of an emergency landing.

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When cargo is carried in cargo compartments that are designed to require the physical entry of a Crew Member to extinguish any fire that may occur during flight, the cargo must be loaded so as to allow a Crew Member to effectively reach all parts of the compartment with the contents of a hand fire extinguisher. Carriage of Pets or Animals in the Cabin Area All pets that are to be transported on GSAG Aviation aircraft must be accompanied by documentation of all current vaccination shots to a designated Flight Crew Member, Cabin Crew Member or a designated GSAG Aviation employee for verification before the pet is allowed on board the aircraft. All pets carried in the cabin area of GSAG Aviation aircraft will be in a suitable container or on a leash when not in the container. It will be the responsibility of the a designated Fight Crew Member or Cabin Crew Member to ensure that all pets and animals are in the containers before beginning the taxi out or beginning a decent to an aerodrome. All pets that are not to be carried in the aircraft cabin area shall be placed in a designated cargo hold that has adequate lighting, air conditioning, (heat), water supply, food and an adequate oxygen supply. The pet container shall be secured with the appropriate straps or approved netting with an absorbent pad place beneath the pet container before the cargo door is closed and secured.

8.2.2 (d) Positioning of Ground Equipment

The Commander or Flight Crew shall not allow ground equipment such as GPU, Fueling Trucks and Ramp Vehicles to positioned closer than 5 m distance to the aircraft. Off loading baggage, lavatory service vehicles, cargo vehicles or fuel pumping vehicles shall be positioned within 5 m distance from the aircraft only with a qualified marshaller and vehicle driver. Once the vehicle has been parked next to the aircraft, the vehicle parking will be engaged and front tires chocked to prevent movement. Once the baggage, lavatory service vehicles, cargo vehicles or fuel pumping vehicles have completed their operations, the chocks will be removed and the operator will move away from the aircraft with the assistance of the marshaller. Assisting Means for Emergency Evacuation CAT.OP.MPA.220 Securing of Passenger Compartment and Galley(s) CAT.OP.MPA.230 8.2.2. (e) Operation of Aeroplane Doors As part of the pre-flight briefing, the Commander designated Flight Crew Member shall brief the passengers on the operations of all doors if the passengers are unfamiliar with their operations and direct the passengers to review the passenger briefing cards that are within their immediate reach. Prior to engine start, a designated Flight Crew Member or Cabin Crew Member will ensure that all rolling carts and all items in the aircraft galley have been secured for taxi and takeoff. Twenty minutes prior to landing, a designated Flight Crew Member or Cabin Crew Member will ensure that all rolling carts and all items in the aircraft galley have been secured for landing.

8.2.2. (f) Safety on the Ramp, Including Fire Prevention, Blast and Suction Areas

Safety glasses and ear protection shall be worn by all Flight Crew Members and ground support personnel when operating around any running aeroplane or helicopter engines. The Commander will ensure the following are complied with during refuelling operations: No smoking and no flames or fires shall be permitted within 100 ft, (35 m) of an aircraft while fuelling; The GSAG Aviation fuelling policy requires that the aircraft be bonded to the fuel truck by use of a

bonding wire to prevent electrical voltage between the 2 units. A wire that is grounded to the earth is not an acceptable practice; a bonding wire is always required;

Fuelling operations will be suspended when lightning, electrical or any thunderstorm activity is in the immediate vicinity of the aerodrome;

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No electric tools shall be operated in or near the aircraft during refuelling; The aircraft oxygen system will not be serviced during fuelling operations; Aircraft and the fuel truck or ground dispensing unit shall be bonded to minimize electrical discharges; If being used the GPU will be connected or started prior to refuelling operations and not disconnected

until fuelling is completed. The GPU will be positioned as far away from the fuel truck and aircraft fuelling points as is practical.

Engine Intake and Exhaust During Ground Operations Ground support personnel shall remain at least 50 ft, (15 m) from a running propeller engine and all running jet engine intakes. Ground support personnel will remain at least 165 ft, (50 m) from the exhaust of a running jet engine. Taxiing of Aircrafts CAT.GEN.MPA.125 GSAG Aviation shall ensure that all persons that taxi a GSAG Aviation aircraft are properly trained and have authorization to taxi an aircraft. The persons will be trained for the type of aircraft by a qualified Commander, Co-Pilot, and the Director of Maintenance or authorized Maintenance Engineer. The employee shall satisfactorily complete training in the following areas: Aerodrome layout; Routes, Signs; Marking; Lighting; Air traffic service signals and instruction; Radio phraseology and procedures. The GSAG Aviation shall ensure that each person that is authorized to taxi and aircraft is able to meet operational standards required for safe aircraft movement at the aerodrome. Whenever the aircraft is in close quarters that require guidance from ground personnel, it is the person at the controls responsibility to stop the aircraft and request taxiing assistance and guidance from a marshaller.

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8.2.2. (g) Start-Up, Ramp, Departure and Arrival Procedures Including Push-Back and Towing Operations

Ramp Entry Prior to entering a ramp area at any aerodrome in the Company’s system, it will be necessary for Flight Crews to ensure aerodrome personnel are present at the gate assigned to marshal the aeroplane. If they are not present, the aeroplane will come to a full stop and notify the aerodrome that they are awaiting clearance to enter the ramp area. Radio communication of this sort will not be made while moving. The station will dispatch personnel to marshal the aeroplane. Only then, with the guidance of ramp personnel, shall the boundary of the parking area be crossed. Given the congestion of some of the small ramp areas into which the aeroplane may operate, it is imperative that Flight Crews follow the direction of ramp personnel. While the Commander of the aeroplane is totally responsible for safely taxiing of the aeroplane, it is not permissible to enter or depart a ramp area without accepting the direction of available ground marshaller. The ground marshaller directions must be followed. Should the situation arise when Commander feels the ground guidance will put the aeroplane at risk the Commander should stop the aeroplane at that point until the issue can be resolved. In cases when the ramp area is highly congested, it is imperative that the aeroplane is taxied slowly and maximum utilization is made of aeroplane maneuverability. In cases where wing clearance is limited, the Flight Crew will wait for a team of at least 2 ground marshaller. The 1 ground marshaller should be positioned in front of the aeroplane to give guidance and the other should be watching that the wings and tail are clear of other aeroplanes or obstacles when taxiing. In order to minimize confusion, standard hand signals must be used to insure proper response from the Flight Crew in positioning the aeroplane. These hand signals by the Flight Crew and ground marshaller will be used whenever the aeroplane is: Arriving at the ramp area; Departing from the ramp area; Moving anywhere on the ramp apron; Signals will be given in a clear and concise manner. At night, the signals will be the same signals using torchlights. They are equipped with translucent shields projecting out beyond the lens. The marshaller will stand in front of the aeroplane 20 ft, (6 m) beyond the desired nose wheel stopping point to enable Flight Crews to see signals. The marshaller will never position aeroplane which requires overlapping of wings. Note: If the Flight Crew is in doubt of the marshellers signals, STOP the aeroplane and request clarification via radio communications if possible. Ramp Signal Procedures No aeroplane shall be taxied in or out of any position, nor shall engines be started unless there is a responsible attendant in position to signal the Commander or Mechanic in the cockpit. This attendant will be referred to as the marshaller and under no circumstances will the marshaller execute or return hand signals without being properly trained and fully understanding the meaning of the signals. The marshaller when directing the movement of the aeroplane will at all times assumes and maintain a position from which the eyes of the Commander are visible. If necessary, to permit the marshaller to remain in full view of the Commander, the signals may have to be coordinated with a second or third marshaller stationed to the rear or at the wing tip of the aeroplane being moved. It may also be necessary for the marshaller to move or walk with the aeroplane in order to remain in full view of the Commander until the aeroplane has cleared all congestion. The hand signals diagramed and explained on the following pages are not necessarily the order in which they will be executed: however, they are the only hand signals approved to be used by GSAG Aviation. Any local condition or circumstances may necessitate any one or more signals at any given time.

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The following hand signals will be used by the marshaller when no voice communications are possible with the Commander or Co-Pilot. When possible, signals comply with International Civil Aviation Organisation (ICAO). The marshaller will signal facing the aeroplane while standing in one of these positions: Fixed-wing aeroplane. The marshaller will stand forward of the aeroplane to the pilots left. Remember if

you cannot see the pilot they cannot see you! Helicopters. The marshaller will stand in front in full view of the pilot. During night operations, the marshaller will use a pair of same colour light wands. During taxiing or parking, the pilot must stop immediately if one or both of the marshaller’s wands fail.

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PROCEED TO NEXT MARSHALLER

THIS MARSHALLER

Right or left arm down, other arm moved across body and extended to indicate direction of next marshaller.

Arms above head in vertical position with palms facing toward aeroplane.

MOVE FORWARD

TURN TO THE LEFT

Arms a little aside, palms facing backwards and repeatedly moved upward-backward from shoulder height.

Point right arm downward, left arm repeatedly moved upward-backward. Speed of arm movement indicating rate of turn. Make fist in right hand to

indicate apply break.

TURN TO THE RIGHT

SLOW-DOWN

Point left arm downward, right arm repeatedly moved upward-backward. Speed of arm movement indicating rate of turn. Make fist in left hand to indicate apply

break.

Arms down with palms toward ground then moved up and down several times.

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SLOW-DOWN ENGINE(S) ON SIDE INDICATED

MOVE BACK

Arms down with palms toward ground, then either hand moved up and down several times to indicate which side should be slowed down.

Arms by sides, palms facing forward, arms swept forward and upward repeatedly to shoulder height. Do not bend arms at the elbow.

CLEARENCE FOR PERSONNEL TO APPROCH

AIRCRAFT.

PERSONNEL APPROCH AIRCRAFT

A beckoning motion with right hand at eye level Left hand raised vertically overhead, palm towards aircraft. The other hand

indicates to personnel concerned and gestures towards aircraft.

STOP

START ENGINES

Arms crossed above the head, palms facing forward. This is the signal for emergency stop.

Circular motion of right hand at head level with left arm pointing to engine. Number of fingers extended on left hand indicates engine to be started.

Thumb of right hand extended to indicate prime.

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CUT ENGINES/ROTOR

ABANDON AIRCRAFT

Both arm and hand level with shoulder, hand moving across throat, palm downward.

Simulate unfastening seat belt and shoulder straps and throwing them up and off.

APU CONNECTED

APU DISCONNECTED

Hands above head, left fist partially clenched, right hand moved in direction of left hand with first two fingers extended and inserted into the circle made by

fingers of the left hand.

Hands above head, left fist partially clenched, right hand moved away from left hand, withdrawing first two fingers from circle made by fingers of the left

hand.

EXTERNAL STARTING AIR CONNECTED

EXTERNAL STARTING AIR DISCONNECTED

Hands above head, left hand cupped, right fully clenched, right fist moved in direction of left hand and inserted into cup made by left hand.

Hands above head, left hand cupped, right fist moved away from left hand withdrawing fist from cup made by left hand.

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CHOCKS INSERTED

CHOCKS REMOVED

Arms down, fists closed, thumbs extended inwards, swing arms from extended position inward.

Arms down, fists closed, thumbs extended outwards, swing arms outwards.

LOWER WING FLAPS OR FLAPS ARE EXTENDED

RAISE WING FLAPS OR FLAPS ARE UP

Hands in front, palms together horizontally then opened from the wrist. Hands in front, horizontally, with palms open from the wrists, then closed.

TAIL WHEEL/NOSE WHEEL LOCKED

TAIL WHEEL/NOSE WHEEL UNLOCKED

Hands together overhead, palms open from the wrist in a vertical V, and then closed.

Hand overhead, palms together then opened from the wrists to form a vertical V.

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AFFIRMATIVE (ALL CLEAR)

NEGITAVE

(NOT CLEAR)

Hand raised and thumbs up. Arm held out and thumbs down.

FIRE IN ENGINE OR APU

HOT BRAKES

Make rapid horizontal figure-eight motion at waist level with either arm, pointing at source of fire with the other hand. Arms extended with forearm perpendicular to ground. Palms facing body.

HOT BRAKES LEFT SIDE

HOT BRAKES RIGHT SIDE

Arms extended with forearm perpendicular to ground. Gesture indicates left side.

Arms extended with forearm perpendicular to ground. Gesture indicates right side.

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Engine Intake and Exhaust During Ground Operations Safety glasses and ear protection shall be worn by all ground support personnel when operating around any running aeroplane or helicopter engines. Ground support personnel shall remain at least 50 ft, (15 m) from a running propeller engine and all running jet engine intakes. Ground support personnel will remain at least 165 ft, (50 m) from the exhaust of a running jet engine. Parking and Chocking When parking an aeroplane: Always use wing and tail walkers in congested areas; An aeroplane should always be parked into the wind when practical; Always try and park an aeroplane so as to avoid jet blast from other aeroplane. The minimum distance from any other aeroplane or obstruction when parking an aeroplane should be 10 ft, (3 m). When chocking an aeroplane: Always approach hot wheels and brakes from the front or the rear as overheated wheels and brakes may

result in wheel explosion; Avoid touching hot wheels and brakes; Always place the chocks at least 1 in, (2.5 cm) from the rubber of the tires as the tires may expand due

to an increase in temperatures. If the chock is place against the rubber of the tires and the tires expands, you may not be able to remove the chock or cause damage to the tires;

Never install wheel chocks when the engines are running. The use of wooden chock should be avoided as they can and will float away in heavy rain. Ensure all doors, cowlings, fairings and panels are closed and secured if an aeroplane is unattended. Engines should be allowed to cool before engine covers or plugs are used. Push Back and Towing CAT.OP.MPA.205 The GSAG Aviation and Commander of each flight shall ensure that all push back and towing procedures comply with appropriate aviation standards, aeroplane manufacturer’s recommendations and procedures. The Commander shall ensure that pre or post taxi positioning of the aeroplane is not executed by tow bar less towing unless: An aeroplane is protected by its own design from damage to the nose wheel steering system due to tow

bar-less towing operation, or A system / procedure is provided to alert the Flight Crew that such damage may have or has occurred, The tow bar less towing vehicle is designed to prevent damage to the aeroplane type. Safety is paramount when handling aeroplane during ground operations. Common sense and attention to detail will insure accidents and occurrences will not occur. Be alert and aware of other activity in the area when performing ground handling procedures. Do not take any issues for granted. If you are unsure for any reason, stop, evaluate the situation, and then proceed. The Commander will establish 2-way interphone communications with ground personnel for the push-back operation. If 2-way interphone communications are not available, hand signals are acceptable. Both the Commander and ground personnel will agree if hand signals are to be used. Hand signals are listed in the Ground Handling section of this Operations Manual

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When carrying out a non-standard pushback that sometimes are required for re-positioning on stand, changing stands for deicing / anti-icing etc. Prior to commencing any non-standard pushback, confirmation will be made that all passengers are seated, seat belts fastened and seat back are in the up-right position and any trays are stowed. Towing 10 or More Passenger Seat Aeroplanes It is the policy of GSAG Aviation that whenever a large aeroplane is towed it will be accomplished using the aeroplanes manufacturer’s towing recommendations from the AFM as guidance. It is also GSAG Aviation policy to use a qualified person in the cockpit to guard the brakes whenever the aeroplane is under tow. In the unlikely event that a qualified person in the cockpit to guard the brakes is not available, EXTREME caution should be used when moving the aeroplane, and a set of chocks should be on the tow vehicle to be used in case of a breakaway. The tow team should ideally consist of the following 3 members: Tow Vehicle Driver; A qualified person in the cockpit to guard the brakes; Wing and or Tail Walkers (in congested areas). The specific procedures used for towing the aeroplane will be from the aeroplane manufacturers; and before the aeroplane is attached to the tow vehicle: Check the nose torque pins have been removed, (if applicable); Check the turning limits of the nose gear; Check that the aeroplane flight controls, aeroplane rudder locks or peddles are installed and secured. When no one is on the Flight Crew compartment able to apply brakes or gust locks, the aeroplane will be considered and chocks will be installed. Before towing an aeroplane a tow vehicle driver will be designated as the tow team leader and a second person outside the tow vehicle will be designated the ramp team leader. Both the tow vehicle team leader and designated ramp team leader will be properly trained and signed off in towing operations. This sign off in the persons training record will also indicate that the person is familiar with the manufacturer’s recommendations that cover the towing of aeroplane. A walk around check of the aeroplane will be performed to ensure that the aeroplane is safe to tow, no equipment or stands are in the tow path and that no maintenance is being performed on the aeroplane. If the brake system is undergoing maintenance and has been rendered inoperative, the towing team will exercise extreme caution while the aeroplane is being towed. This will include a tow speed that at no time will exceed a normal walking speed and a tow team member that will carry chocks and walk along the side of the aeroplane to install the chocks in case of a breakaway. Towing Less Than 10 Passenger Seats Aeroplanes It is the policy of GSAG Aviation that whenever a smaller aeroplane is towed it will be accomplished in the same manner and use the aeroplanes manufacturer’s towing recommendations as guidance. EXTREME caution should be used when moving the aeroplane and a set of chocks should be on the tow vehicle to be used in case of an unanticipated disconnect or breakaway. The tow team should ideally consist of the following 2 members: Tow Vehicle Driver; Wing and or Tail Walkers (in congested areas). The specific procedures used for towing the aeroplane will be from the aeroplane manufacturers. The specific procedures used for towing the aeroplane will be from the aeroplane manufacturers; and before the aeroplane is attached to the tow vehicle the following will be checked: The nose torque pins have been removed, (if applicable); The turning limits of the nose gear; The aeroplane control columns, flight control surfaces or aeroplane rudder lock or peddles are locked. Before towing an aeroplane a tow vehicle driver will be designated as the tow team leader and a second person outside the tow vehicle will be designated the ramp team leader. Both the tow vehicle team leader and designated ramp team leader will be properly trained and signed off in towing operations. This sign off in the

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persons training record will also indicate that the person is familiar with the job manufacturer’s recommendations that cover the towing of aeroplane. A walk around check of the aeroplane will be performed to ensure that the aeroplane is safe to tow, no equipment, stands, etc. are in the tow path and that no person(s) are on the outside of the aeroplane. A towing speed will not exceed a normal walking speed and a tow team member that will carry chocks and walk along the side of the aeroplane to install the chocks in case of a breakaway. Overnight Parking Upon leaving the aeroplane the Flight Crew will ensure that the aeroplane is closed-up and locked prior to their departure and that the aeroplane security system is set. The Post Flight Check should ensure that all accessible areas, including wheel wells, receive an additional security check for any suspicious objects or activity that represent a threat.

8.2.2. (h) Servicing of Aeroplanes

If necessary, the servicing of GSAG Aviation aeroplanes shall take place at the end of each flight at the discretion of the Commander. The servicing of GSAG Aviation aeroplanes shall be completed by GSAG Aviation employees or an approved vendor that may include the following: Oxygen system servicing and replenishment; Lavatory servicing; Cabin Cleaning; Aeroplane washing, polishing or detailing.

8.3.8. Adverse and Potentially Hazardous Atmospheric Conditions

Hot Weather Procedures For the purposes of this section, hot weather will be any temperatures reported over or observed 30° C. High ground temperatures affect both passengers and crew comfort and decrease aeroplane performance. The following information is intended to supplement the normal AFM hot weather operating procedures. The decision will be the Commanders to carry out the following hot weather procedures. Pre-Flight Every effort should be made to keep the interior of the aeroplane as cool as possible. Start the APU or use a GPU and cool the cabin with the use of the air conditioning unit or units (AC Packs). All doors to the aeroplane should be kept closed as much as possible and cargo doors should not be left open any longer than necessary. Window blinds should be closed on side of the aeroplane that the sun is shining on. Consideration should be given to reducing the heat being generated in the cockpit. Window heat, radar and other electronic components which contribute to a high temperature level in the cockpit should be switched off while the aeroplane is on the ground. If cooling air is available from an outside source, the supply should be plugged in immediately after engine shutdown and should not be removed until just before engine start. Brake Cooling / Taxi-Out When operating in areas of high ambient temperatures, excessive over braking and riding the brakes should be avoided, as high brake temperatures can cause a wheel fire. Carbon brakes experience the majority of their wear at low speed brake applications. Consideration for brake cooling should be taken into account when operating on runways and taxiways exposed to high temperatures. Intermittent brake usage or pumping the brakes for slowing or stopping, provides a cooling period between applications and will reduce the increase in brake temperature. Riding the brakes in hot temperatures will dramatically increase break wear with consequential increase in brake maintenance and overhaul costs. In Flight / Brake Cooling The crew should be aware of brake temperature build up when operating a series of short flight sectors and attempt to maintain cool brakes by additional in-flight cooling before each landing to prevent ground delays resulting from overheated brakes and possible loss of braking effectiveness. Extending the gear a few minutes early in the approach will provide sufficient cooling for a landing with cool tires and brakes.

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8.3.8(a) Thunderstorms

The pre-flight weather briefing should indicate where potential thunderstorms may form. These areas are usually associated with turbulence well before a thunderstorm has developed. These areas should be avoided if possible or the flight may be rescheduled to an earlier departure time so as to arrive at the destination before the thunderstorms are forecast to develop. Flight into thunderstorms is not authorized by GSAG Aviation or the Authority. The following procedures should be used if inadvertently flying into a thunderstorm: Attempt to hold a level attitude; accept altitude gains or losses; Slow to Va; Alert Cabin Crew, (if applicable); Turn on fasten seat belt signs or as vise passengers to be seated and fasten their seat belts; With retractable-gear aeroplanes, it may be beneficial to extend landing gear if below Vle and Vlo. This

will add drag and help to prevent dangerous airspeed increases. It may also aid directional stability; Disconnect the autopilot; Turn on anti-ice equipment; Tighten seat belts and turn up cabin lights; Maintain heading if possible; Inform ATS as the controllers may be able to help with information about nearby aerodromes that are

clear of thunderstorms; ATS may be able to provide radar vectors to help expedite the exit from the thunderstorm. A course reversal, (180°) may be the quickest way to exit the thunderstorm. A verbal and written report may be requested by the Flight Operations Manager if a flight has flown into a thunderstorm. Take-Off and Landing near Thunderstorms Take-off, approaches and landings shall not be attempted when thunderstorms are over or near the aerodrome. It is of utmost importance that the Commander and Flight Crew is able to understand and recognize that a thunderstorm gust front may exist at locations other than on the leading edge of a thunderstorm. When storm cells are isolated, gust front conditions may exist around both sides of the storm and distances up to 15 nm, (28 km) from the edge of the cell.

8.3.8(b) Icing Conditions

Ice can form on aeroplane surfaces at 0 ° Celsius (32 ° Fahrenheit) or colder when liquid water is present. Although it is fairly easy to predict where the large areas of icing potential exist, the accurate prediction of specific icing areas and altitudes is sometimes impossible due to the wide variety of variables that may exist, such as mountains, bodies of water, wind, temperature, moisture, and atmospheric pressure can all influence on existing icing conditions Fronts and low-pressure areas are the biggest ice producers, but isolated air mass instability when accompanied with moisture can generate enough ice in clouds to make light aeroplane flight inadvisable. Freezing Rain Freezing rain occurs when precipitation from warmer air aloft falls through a temperature inversion into below freezing air underneath. The larger droplets may impact and freeze behind the area protected by surface deicers. Freezing rain and drizzle can cover large surface areas in a very short time and distort the shape of the airfoil shape, making flight extremely dangerous or impossible in a matter of a few minutes. Freezing drizzle is commonly formed when droplets collide and coalesce with other droplets. As the droplets grow in size, they begin to fall as drizzle. Both freezing rain and drizzle can fall below a cloud deck to the

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ground and cause ice to form on aeroplane surfaces during ground operations, takeoff, and landing if the surface temperature is below freezing. Along a cold front, the cold air flows under the warm air, lifting the warm air rapidly resulting in the formation of cumulus or cumulonimbus clouds. Along a warm front, the warmer air tends to slide over the colder air, forming stratus clouds conducive to icing. As you approach the front, the clouds build quickly and the clear air between layers rapidly disappears. In certain icing conditions, control surfaces may bind or jam. Ice-approved aeroplanes have been tested with significant ice accumulations on all control surfaces to ensure no binding occurs due to the space that has been designed around the edges of control surfaces to allow ice to build up without interfering with their movement. Unheated fuel vents can become blocked, which may lead to fuel starvation. Fuel tanks, especially bladder types, may collapse because air is unavailable to replace the used fuel and the engine may fail. A number of accidents occurred when flights had successfully negotiated the en route phase and approach, but the pilot could not see ahead well enough to land through an iced-up windshield. Anti-icing should be turned on before the flight enters icing conditions. Typically this includes carburetor heat, prop heat, pitot heat, fuel vent heat, windshield heat, and fluid surface deicers Deicing should be used after ice has built up to an appreciable amount. Typically this includes surface deice equipment.

8.3.8(c) Turbulence

During encounters with turbulence good communication with the Cabin Crew members, if applicable, is very important in avoiding injuries to both passengers and Flight Crew Member. Before entering an area of known or expected turbulence the Commander should brief the Senior Cabin Crew Member on the expected level and duration of the encounter. Seat Belt signs must be switched on. A PA should be made if considered appropriate. Procedures If turbulence is anticipated on the initial climb out, brief the Cabin Crew Members accordingly, with emphasis on remaining seated with seat belts securely fastened until clearance to commence the cabin service has been received from the Commander. Both the NO SMOKING and SEATBELTS signs should be left on until positively clear of the turbulent area. Crew will remain seated until the SEAT BELTS sign has been switched off, after which they may commence cabin service. Light Turbulence The Commander will switch on the SEAT BELT signs. The Cabin Crew Members will check that all passengers have their seat belts fastened. Cabin Crew Members may continue with their normal duties, however hot beverages should not normally be served. Moderate and Severe Turbulence Before entering an area of moderate to severe turbulence the Commander will alert Cabin Crew Members. The Senior Cabin Crew Member will ensure that all serving equipment is correctly stowed, if necessary check passenger seat belts fastened, and ensure that all Cabin Crew Members are seated with seat belts fastened. The Senior Cabin Crew Member will report to the Commander that the cabin is secure. Cabin Crew Members should not recommence service until the Commander has advised that the aircraft is positively clear of the area of turbulence. Severe Turbulence Airspeed The best airspeed and flight configuration to use in severe turbulence is that which affords ample protection from stall and high-speed buffet, and which also provides structural integrity. Recommended speeds are specified in the AFM and should be adhered to whenever severe turbulence is encountered. Manual Flight in Severe Turbulence In extreme up or down drafts, large attitude changes may occur. In general, the Commander should not correct with sudden large elevator control inputs. Corrective actions to regain the desired attitude should be

GSAG Aviation




smooth and deliberate. The correct procedure if for the Commander to control the aircraft attitude first, then make corrections for airspeed, altitude and heading. Climb and Cruise After take-off engage the autopilot and climb at turbulence penetration speed. In cruise large airspeed and altitude variations may occur in severe turbulence. Allow altitude and airspeed to vary and maintain attitude. Descent and Holding Maintain turbulent air penetration speed. Keep the aircraft in the cruise configuration until reducing airspeed for the approach. Flap extension in an area of known turbulence should be delayed as long as possible because the aircraft can withstand higher gust loads in the cruise configuration. Diversion to another aerodrome should be considered if severe turbulence persists in the area. Engines Flying in severe turbulence may cause engine inlet airflow distortion. This distortion together with engine icing, angle of attack changes and altitude engine surge margins, can result in engine malfunctions and possible engine failure.

8.3.8(d) Windshear

Windshear is defined as a rapid change in wind direction and or velocity that results in airspeed changes greater than 15 kts or vertical speed changes greater than 500 fpm. Windshear as a warning term denotes changes in wind direction and or wind velocity in a very short distance that will cause large variations in airspeed or vertical speed. Large changes in airspeed of vertical speed can only be corrected by changes in thrust and or pitch attitude. Windshear can be caused by a number of conditions such as: topography, frontal systems, strong surface winds and thunderstorms. The most hazardous form of Windshear is concentrated powerful down drafts close to the ground known as micro-bursts. These are associated with convective activity and thunderstorms and typically produce horizontal wind speed changes of 40 to 60 kts. The probability of micro-burst activity in convective weather conditions should be assessed with weather reports, pilot reports, visual observation of thunderstorms, tornado-like features, or reports of localized strong winds should be evaluated. Squall lines, typhoons, hurricanes and other areas of severe thunderstorm activity should be avoided. On the Ground The following actions will be followed if windshear is suspected: Take-off shall be delayed until conditions improve. In-Flight The following actions will be followed if windshear is suspected: A diversion around the area of known windshear; Hold until conditions improve; Initiate a Go-Around if severe windshear is indicated during an approach. The following items must be considered to successfully negotiate windshear encounters: Know the performance and handling characteristics of the aircraft, especially between V2 and Vapp. Be

familiar with the normal acceleration characteristics of the aircraft during the take-off roll. Use good instrument scanning techniques including all flight instruments for the earliest possible

identification of windshear, such as a rapid change in indicated airspeed and wind direction. The Co-Pilot should monitor all flight instruments on departure and during the approach until the initiation

of the flare regardless of meteorological conditions or landing aids used. Follow established cockpit procedures and alert the Commander to altitude, airspeed, glideslope, localizer and vertical speed deviations.

Precautions

GSAG Aviation




Precautions are recommended whenever probability of windshear exists but avoidance action is not considered necessary. Take-Off and Initial Climb The following actions will be followed if windshear is suspected: Use TOGA thrust; Use the longest suitable runway; Use of recommended take-off flap settings provides the best overall windshear survival capability; Be alert for any speed fluctuations during take-off and initial climb; If windshear should be encountered near Vr and airspeed fails to increase or suddenly decreases, there

shall not be sufficient runway left to accelerate back to Vr. If an abort is not practical, initiate a normal rotation by not later than 2 000 ft, (610 m) before the end of the runway even if airspeed is low;

Rotate at the normal rate of the Pitch Limit Indicators and maintain until terrain and obstacle clearance is assured;

If the autopilot is engaged, use it, being aware of auto disconnect if appropriate; Do not change the configuration (gear, flaps) until out of shear; Closely monitor the flight path and speed; Recover smoothly to a normal climb when out of shear. Approach A Go-Around should be initiated as early as possible if windshear is suspected while on an instrument or visual approach. The decent should not be continued below decision height, (DH) unless the touchdown area of the runway is clearly in view and the aircraft is in a position to land safely. The following items will be used and monitored by the Commander and Co-Pilot when conducting an instrument or visual approach in a preventive effort to recognize and react to windshear: Develop an awareness of normal values of vertical speed, thrust and pitch; Monitor airspeed and heading while on the approach; Use the weather radar; Engage the autopilot for a more accurate approach and earlier recognition of deviation from the beam

when ILS is available. Evaluate conditions for a safe landing using observations and experience and by checking weather

conditions; If in VFR condition, be aware of any dust clouds or unusual weather phenomena in the vicinity of the

aerodrome; Select the most favorable runway, considering also which has the most appropriate runway approach aid; Delay the landing by holding or divert to another aerodrome. Windshear Recovery If windshear is encountered, the recovery procedures recommended below should be initiated any time there is marginal flight path control below 1 000 ft, (305 m) HAT or when “WINDSHEAR” or “PULL-UP” warning occurs. As guidelines, marginal flight path control may be indicated by deviations from target conditions in excess of: ±15 KTS IAS; ±500 fpm, (153 m) vertical speed; ±5º pitch attitude; ±1 dot glideslope displacement; Unusual thrust lever position for a significant period.

GSAG Aviation




If the windshear is inadvertently encountered, IMMEDIATELY initiate the following recommended recovery procedure. Apply Take-Off / Go-Around thrust; If the autopilot is engaged, you may be able to use it, but be aware of an automatic disengagement; Do not change the configuration of the aircraft; Closely monitor the flight path and airspeed; Recover smoothly to a normal climb when out of shear. Report the encounter to the ATS facility as soon a practical. The report should contain the following information: Maximum loss or gain of airspeed; Altitude at which the shear was encountered; Location of shear with respect to runway in use; Type of aircraft.

8.3.8(e) Jetstream

Jet streams are fast flowing, relatively narrow air currents fund in the atmosphere around 36 000 ft, (11 km) above the surface of the Earth. They form at the boundaries of adjacent air masses with significant differences in temperature, such as of the polar region and the warmer air to the south. The jet stream is mainly found in the tropopause, at the transition between the troposphere where temperature decreases with height and the stratosphere where temperature increases with height The major jet streams are westerly winds flowing from west to east in both the Northern Hemisphere and the Southern Hemisphere, although in the summer, easterly jetstreams can form in tropical regions. The path of the jet typically has a meandering shape, and these meanders themselves propagate east, at lower speeds than that of the actual wind within the flow. There are two main jet streams at polar latitudes, 1 in each hemisphere, and two minor subtropical streams closer to the equator. In the Northern Hemisphere the jetstreams are commonly found between latitudes 30°N and 70°N for the polar jetstream. The Northern jetstream recede north in the summer migrate south in the winter. In the Southern Hemisphere the jetstreams are found between latitudes 20°N and 50°N for the subtropical stream and recede south in the summer and migrate north in the summer. There are other flows in the atmosphere that are referred to as jets, such as the equatorial easterly jet which occurs during the Northern Hemisphere summer between 10°N and 20°N, and the nocturnal pole ward low level jet in the Great Plains. These are formed because of heating of Tibetan plateau. The equator ward divergence takes the form of easterlies, embedded in which are easterly jets. This jet stream is considered to play a crucial role in the SW monsoon of south Asia and typically occurs during late November. The wind speeds vary according to the temperature gradient, averaging 30 knots (55 km/h / 35 mph) in summer and 65 knots (120 km/h / 75 mph) in winter, although speeds of over 215 knots (400 km/h / 250 mph) are known. Technically, the wind speed must be higher than 60 knots (69 mph / 111 km/h) to be called a jet stream. Associated with jet streams is a phenomenon known as clear air turbulence (CAT), caused by vertical and horizontal windshear connected to the jet streams. The CAT is strongest on the cold air side of the jet, usually next to or just below the axis of the jet. In general, winds are strongest just under the tropopause. If two air masses of different temperatures meet, the resulting pressure difference (which causes wind) is highest along the interface. The wind does not flow directly from the hot to the cold area, but is deflected by the Coriolis effect and flows along the boundary of the two air masses. The location of the jet stream is extremely important for efficient flight planning and fuel conservation. In North America, for example, the time needed to fly east across the continent can be decreased by about 30 minutes if an aircraft can fly with the jet stream, or increased by more than that amount if it must fly west against it. On longer intercontinental flights, the difference is even greater; it is faster and cheaper to fly eastbound along with the jet stream and fly around the jet stream going westbound than it is to take the shorter great circle route between two points.

http://en.wikipedia.org/wiki/Current_%28water%29

http://en.wikipedia.org/wiki/Earth%27s_atmosphere

http://en.wikipedia.org/wiki/Earth

http://en.wikipedia.org/wiki/Temperature

http://en.wikipedia.org/wiki/Polar_region

http://en.wikipedia.org/wiki/Tropopause

http://en.wikipedia.org/wiki/Troposphere

http://en.wikipedia.org/wiki/Stratosphere

http://en.wikipedia.org/wiki/Northern_Hemisphere

http://en.wikipedia.org/wiki/Southern_Hemisphere

http://en.wikipedia.org/wiki/Wind

http://en.wikipedia.org/wiki/Latitude

http://en.wikipedia.org/wiki/Subtropical

http://en.wikipedia.org/wiki/Equator

http://en.wikipedia.org/wiki/Northern_Hemisphere

http://en.wikipedia.org/w/index.php?title=Equatorial_easterly_jet&action=edit

http://en.wikipedia.org/wiki/Summer

http://en.wikipedia.org/w/index.php?title=Low_level_jet&action=edit

http://en.wikipedia.org/w/index.php?title=Low_level_jet&action=edit

http://en.wikipedia.org/wiki/Great_Plains

http://en.wikipedia.org/wiki/Gradient

http://en.wikipedia.org/wiki/Average

http://en.wikipedia.org/wiki/Knots

http://en.wikipedia.org/wiki/Km/h

http://en.wikipedia.org/wiki/Miles_per_hour

http://en.wikipedia.org/wiki/Winter

http://en.wikipedia.org/wiki/Clear_air_turbulence

http://en.wikipedia.org/wiki/Windshear

http://en.wikipedia.org/wiki/Tropopause

http://en.wikipedia.org/wiki/Coriolis_effect

http://en.wikipedia.org/wiki/Continent

http://en.wikipedia.org/wiki/Minute

http://en.wikipedia.org/wiki/Fixed-wing_aircraft

http://en.wikipedia.org/wiki/Great_circle

GSAG Aviation




8.3.8(f) Volcanic Ash

The Volcanic Ash Advisory Centers, (VAAC) has created a web site for each of 9 regions of the world which can be a useful tool for pilots flying in these areas. VAAC issues advisories and serves as liaisons between meteorologists, volcanologists, and the aviation industry. Flight Crew should check the VACC web site during pre-flight activities and be aware of any possibilities of encountering a Volcanic Ash Cloud when flying in these areas and filing a flight aircraft over these routes. Volcanic ash is hard and abrasive, rather than soft and fluffy. It does not dissolve in water, and it conducts electricity, especially when it is wet. During a severe ash fall, the sky may seem hazy or yellow, and light may fade altogether. The approaching ash cloud may appear to be a weather cloud: lightning and thunder are often present. Tephra or Volcanic ash jams machinery. This poses a great danger to aircraft flying near ash clouds. There are many instances of damage to jet aircraft as a result of an ash encounter. Engines may quit, and fuel and water systems may become fouled, requiring repair. Flying into or too close to a Volcanic Ash cloud should be avoided. Radar will not always show a Volcanic Ash cloud and the particulates are too small to achieve and echo. It is not always possible to avoid an ash cloud and the Flight Crew must take the following steps in order to increase the chance of making it out of the Volcanic Ash cloud safely: Immediately reduce thrust to idle. This will lower EGT, which in turn will reduce buildup on the turbine

blades and hot-section components. The volcanic dust can cause rapid erosion and damage to the internal components of the engines;

Autothrottles off (if engaged). The autothrottles should be turned off to prevent the system from increasing thrust above idle. Due to the reduced surge margins, limit changes with slow and smooth thrust-lever movements;

Exit volcanic cloud as quickly as possible. Volcanic ash may extend for several hundred miles. The shortest distance/time out of the dust may require an immediate, descending 180 degree turn. Setting climb thrust and attempting to climb above the volcanic cloud is not recommended due to accelerated engine damage/flameout at high thrust settings;

If the aircraft is operating at high altitude, the surging associated with this type of damage may cause engine flame-out. If the fuel nozzles have not become covered with carbon, then it should be possible to restart the engine at lower altitudes. Some of the deposited material will have blown off during the period of time that the engine was inoperable;

Engine and wing anti-ice on; All air conditioning packs on; Start the auxiliary power unit (APU), if available. The APU can be used to power the electrical system in

the event of a multiple-engine power loss; Oxygen mask on and 100%, if required; Ignition on. For systems with autostart, switch to "on" position; Monitor EGT. If necessary, shut down and then restart engines to keep from exceeding EGT limits; Close the outflow valves; Do not pull the fire switch; Leave fuel boost pump switches "on" and open cross-feed valves; Do not use fuel heat; Engine restart. If an engine fails to start, try again immediately. A successful engine restart may not be

possible until airspeed and altitude are within the airstart envelope. After the engine starts, land at the nearest aerodrome;

A significant amount of material will make its way through the environmental control system and into the electronics cabinets and the cabin itself. The particle size of this material is on the order of 6 micrometers.

GSAG Aviation




Particulates of Volcanic Ash can also damage leading edge devices, wind screens, landing gear and landing lights. The wind screen may become so chipped or damaged that the pilot may not be able to see out to make a safe landing. Landing lights may be unusable or useless for night landings Volcanic ash is not poisonous, but inhaling it may cause problems for people whose respiratory system is already compromised by disorders such as asthma or emphysema. The abrasive texture can cause irritation and scratching of the surface of the eyes. Volcanic ash with the moisture in the lungs may create a substance similar to liquid cement. Flight Crew and Passengers should be cautioned to filter the air they breathe with a damp cloth or a face mask when facing an ash event when on the ground. If the aircraft is on the ground and a Volcanic Ash cloud is imminent, every effort should be made to fly to reposition the aircraft to a safe aerodrome. If unable o reposition the aircraft, all engine covers should be installed and all openings may be taped shut to prevent ash from entering the body of the aircraft. The Flight Crew will consult the AFM and the Director of Maintenance with regards to the appropriate procedures if necessary.

8.3.8(g) Heavy Precipitation

Aircraft performance and engine performance is reduced when flying in heavy precipitation and there is the possibility of the engine being starved of air resulting in engine failure. An engine will produce less power due to the air that is taken into the engine for combustion is less dense than dry air at the same temperature.

8.3.8(h) Sand Storms

Strong surface winds and vertical currents may carry sand aloft and reduce visibility to near zero over a large area. Under some conditions sand can be carried as high as 15 000 ft, (4575 m). Particulates of sand can damage aircraft engines, leading edge devices, wind screens, landing gear and landing lights. The wind screen may become so chipped or damaged that the pilot may not be able to see out to make a safe landing. When a flight is scheduled to an area where sand storms are common, the weather conditions should be checked for the possibilities of a sand storm and the appropriate plans made or the flight delayed until the storm has passed. If the aircraft is in flight and a sand storm is reported at the destination, the Commander may request to hold for a period of time until the storm has passed or the flight may divert to an alternate aerodrome where the reported weather is better. If the aircraft is on the ground and a sand storm is imminent, every effort should be made hangar the aircraft. All engine covers should be installed and all openings may be taped shut to prevent sand from entering the body of the aircraft. The Flight Crew will consult the AFM and the Director of Maintenance if necessary.

8.3.8(i) Mountain Waves

Mountain waves are formed when the wind blows over a mountain or mountain range. They can also be caused by the surface wind blowing over an escarpment or plateau, or even by upper winds deflected over a thermal updraft or cloud street. The vertical motion forces periodic changes in speed and direction of the air within this air current. They always occur in groups on the lee side of the terrain that triggers them. Usually a turbulent horizontal vortex is generated around the first trough, the so called rotor. The strongest lee waves are produced when the lapse rate shows a stable layer above the obstruction, with an unstable layer above and below. The rotor turbulence may be harmful to all aircraft and should be avoided. Rotor turbulence is believed responsible for many aviation accidents and occurrences including the in-flight break ups or large commercial aircrafts. Temperature Inversions During an inversion the chances of having decreased forward visibility or fog are increased. Flight Crews should be aware of an inversion situation when obtaining their preflight weather briefings.

http://en.wikipedia.org/wiki/Asthma

http://en.wikipedia.org/wiki/Emphysema

http://en.wikipedia.org/wiki/Wind

http://en.wikipedia.org/wiki/Mountain

http://en.wikipedia.org/wiki/Mountain_range

http://en.wikipedia.org/wiki/Escarpment

http://en.wikipedia.org/wiki/Plateau

http://en.wikipedia.org/wiki/Thermal

http://en.wikipedia.org/wiki/Updraft

http://en.wikipedia.org/wiki/Cloud_street

http://en.wikipedia.org/wiki/Speed

http://en.wikipedia.org/wiki/Direction

http://en.wikipedia.org/wiki/Windward_and_leeward

http://en.wikipedia.org/wiki/Terrain

http://en.wikipedia.org/wiki/Turbulent

http://en.wikipedia.org/wiki/Horizontal

http://en.wikipedia.org/wiki/Vortex

http://en.wikipedia.org/wiki/Trough_%28physics%29

http://en.wikipedia.org/wiki/Lapse_rate

http://en.wikipedia.org/wiki/Lapse_rate

http://en.wikipedia.org/wiki/Aviation_accidents_and_incidents

GSAG Aviation




An inversion is a deviation from the normal change of an atmospheric property with altitude. It almost always refers to a temperature inversion and an increase in temperature with height, or to the layer within which such an increase occurs. In the lower atmosphere (the troposphere) the air near the surface of the Earth is warmer than the air above it, largely because the atmosphere is heated from below as solar radiation warms the earth's surface, which in turn then warms the layer of the atmosphere directly above it. Under certain conditions, the normal vertical temperature gradient is inverted such that the air is colder near the surface of the Earth. This can occur when a warmer, less dense air mass moves over a cooler, denser air mass. This type of inversion occurs in the vicinity of warm fronts, and also in areas of oceanic upwelling such as along an ocean coastline with sufficient humidity in the cooler layer, fog is typically present below the inversion cap. An inversion is also produced whenever radiation from the surface of the earth exceeds the amount of radiation received from the sun, which commonly occurs at night, or during the winter when the angle of the sun is very low in the sky. This effect is virtually confined to land regions as the ocean retains heat far longer. In the Polar Regions during winter, inversions are nearly always present over land. A warmer air mass moving over a cooler one can "shut off" any convection which may be present in the cooler air mass. This is known as a capping inversion: however, if this cap is broken, either by extreme convection overcoming the cap, or by the lifting effect of a front or a mountain range, the sudden release of bottled-up convective energy can result in severe thunderstorms. Such capping inversions typically precede the development of tornadoes in the Midwestern United States. In this instance, the "cooler" layer is actually quite warm, but is still more dense and usually cooler than the lower part of the inversion layer capping it. An inversion can develop aloft as a result of air gradually sinking over a wide area and being warmed by adiabatic compression, usually associated with subtropical high pressure areas. A stable marine layer may then develop over the ocean as a result. As this layer moves over progressively warmer waters, however, turbulence within the marine layer can gradually lift the inversion layer to higher altitudes, and eventually, even pierce it, producing thunderstorms, and under the right circumstances, leading to tropical cyclones. The accumulated smog and dust under the inversion quickly taints the sky reddish, easily seen on sunny days.

8.3.9. Wake Turbulence

All aircraft produce wake turbulence, which consists of wake vortices formed any time an aerofoil is producing lift. All aircraft create lift that is generated the pressure differential over the wings surface. The lowest pressure occurs over the upper surface and the highest pressure under the wing. Air will want to move towards the area of lower pressure. This causes the air to move outwards under the wing and curl up and over the upper surface of the wing. This starts the wake vortex. The pressure differential also causes the air to move inwards over the wing. Small trailing edge vortices, formed by outward and inward moving streams of air meeting at the trailing edge, move outwards to the wingtip and join the large wingtip vortex. The swirling vortices trail behind the wingtips and descend beneath the aircraft. Viewed from behind the left vortex rotates clockwise and the right vortex rotates counter- clockwise. They spread laterally away from the aircraft and descend 500 to 900 feet at distances of up to five miles behind it. These vortices tend to descend 300 to 500 feet per minute during the first 30 seconds. Light crosswinds may cause the vortices to drift, and crosswinds in excess of five knots tend to cause them to break up behind the aircraft. Atmospheric turbulence generally causes them to break up more rapidly. The intensity or strength of the vortex is primarily a function of aircraft weight, wingspan and configuration (flap setting, etc). The strongest vortices are produced by heavy aircraft flying slowly in a clean configuration. Some of the most lethal wake turbulence vortices are created when a large, heavy aircraft is operating at a reduced speed of 250 kts, either climbing or descending while flying in a clean configuration.GSAG Aviation Flight Crews should always be aware of other aircrafts, wake turbulence, helicopters rotor wash and any cross winds especially when operating in the terminal area. The Commander shall make every effort to avoid all wake turbulence especially when operating at an aerodrome that has parallel runways. At any time the Commander may request a time delay for take-off, an altered course or additional spacing from ATS to avoid wake turbulence. Crew Members at Their Stations CAT.OP.MPA.210 AMC1 CAT.OP.MPA.210(b)

http://en.wikipedia.org/wiki/Troposphere

http://en.wikipedia.org/wiki/Earth

http://en.wikipedia.org/wiki/Upwelling

http://en.wikipedia.org/wiki/Fog

http://en.wikipedia.org/wiki/Capping_inversion

http://en.wikipedia.org/wiki/Adiabatic

http://en.wikipedia.org/wiki/Subtropical

http://en.wikipedia.org/wiki/Marine_layer

http://en.wikipedia.org/wiki/Tropical_cyclones

GSAG Aviation




GM1 CAT.OP.MPA.210 Seats, Safety Belts and Restraint Systems CAT.OP.MPA.225

8.3.10 Crew Members at Their Stations

Flight Crew Members will ensure the following: During take-off and landing each Flight Crew Member required to be on duty in the Flight Crew

compartment shall be at the assigned station. During all other phases of flight each Flight Crew Member required to be on duty in the Flight Crew

compartment shall remain at the assigned station, unless absence is necessary for the performance of duties in connection with the operation or for physiological needs, provided at least one suitably qualified pilot remains at the controls of the aircraft at all times.

During all phases of flight each Flight Crew Member required to be on duty in the Flight Crew compartment shall remain alert. If a lack of alertness is encountered, appropriate countermeasures shall be used. If unexpected fatigue is experienced, a controlled rest procedure, organised by the Commander, may be used if workload permits. Controlled rest taken in this way shall not be considered to be part of a rest period for purposes of calculating flight time limitations nor used to justify any extension of the duty period.

Cabin Crew members Cabin Crew Members shall be seated at their assigned stations with their safety belts secured, during: Take-off; When instructed by the Flight Crew for safety; Landing. During critical phases of flight, each Cabin Crew Member shall be seated at the assigned station and shall not perform any activities other than those required for the safe operation of the aircraft. Use of Headset / Aeroplane CAT.OP.MPA.215 Each Flight Crew Member required to be on Flight Crew compartment duty shall wear the headset with boom microphone or equivalent and use it as the primary device to listen to the voice communications with air traffic services: On the ground: When receiving the ATC departure clearance via voice communication, When engines are running, In flight below transition altitude or 10 000 ft, (3050 m) whichever is higher, and Whenever deemed necessary by the Commander. In the conditions of paragraph 1 above, the boom microphone or equivalent shall be in a position which permits its use for two-way radio communications.

GSAG Aviation




Safety Belts and Restraint Systems Use CAT.OP.MPA.225

8.3.11. The Use of Safety Belts for Crew and Passengers

Safety Belts for Crew Members

Safety belts installed in GSAG Aviation aircraft shall meet the following requirement: A safety belt with a single point release shoulder harness for each Flight Crew seat and for any seat

alongside a pilot’s seat incorporating a device which will automatically restrain the occupants torso in the event of rapid deceleration;

A safety belt with a single point release shoulder harness for each Cabin Crew seat and observers seats: however, this requirement does not preclude use of passenger seats by Cabin Crew Members carried in excess of the required Cabin Crew complement; and

Seats for Cabin Crew Members located near required floor level emergency exits except that, if the emergency evacuation of passengers would be enhanced by seating Cabin Crew Members elsewhere, other locations are acceptable. The seats shall be forward or rearward facing within 15° of the longitudinal axis of the aircraft.

All safety belts with shoulder harnesses have a single point release. Crew Members Crew Members shall use their safety belts as described: During take-off and landing, and whenever decided by the Commander in the interest of safety, each

Crew Member shall be properly secured by all safety belts and restraint systems provided, and During other phases of the flight, each Flight Crew Member in the Flight Crew compartment shall keep

the assigned station safety belt fastened while at their station. The Use of Safety Belts for Passengers CAT.OP.MPA.225 GSAG Aviation shall not operate an aircraft unless it is equipped with: A safety belt, with or without a diagonal shoulder strap, or a safety harness for use in each passenger

seat for each passenger aged 2 years or more; A child restraint device that is acceptable to the Authority for each infant. All passengers shall be briefed on the use of safety belts prior to the aircraft engines being started. The Commander shall ensure that passenger’s safety belts are fastened during the following: Before take-off and landing, and during taxiing, and whenever deemed necessary in the interest of safety, the Commander shall be satisfied that each passenger on board occupies a seat or berth with their safety belt or restraint system properly secured. The Commander may ask another Crew Member to visually check that all passengers have their safety belt fastened. The Commander must be satisfied that multiple occupancy does not occur other than by one adult and one infant who is properly secured by a supplementary loop belt or other restraint device at any time during the flight.

GSAG Aviation




Admission to Flight Crew Compartment CAT.GEN.MPA.135 AMC1 CAT.GEN.MPA.135(a)(3) Access ORO.GEN.140

8.3.12 Admission to Flight Crew Compartment

No person, other than a crew member, is allowed in the Flight Crew compartment / cockpit of any Company aircraft except for the following when approved by the Commander: A representative of the Authority who is performing official duties. The Commander will verify the

inspector’s identity badge. With the Commander’s permission, the inspector may leave the cockpit to observe cabin operations;

A person specifically authorized or a technical representative of the aircraft or component manufacturer whose duties require a presence in the cockpit;

An employee of the aviation industry or the State or Authority whose duties relate to flight safety; A person specifically authorized by the Flight Operations Manager. In all of the above cases, the Commander may refuse admission to the cockpit if such admission would create a hazard to safety. All persons admitted to the Flight Crew compartment will be briefed on any relevant safety procedures.

8.3.13. Use of Vacant Crew Seats

If there is a Crew seat that will not be occupied or vacant on a GSAG Aviation flight, the Crew seat may be given to a GSAG Aviation employees for business transport with the approval of the Flight Operations Director. The Commander will be notified with the employees name and destination prior to the employee boarding the flight.

8.3.14. Incapacitation of Crew Members

Incapacitation is defined as any condition affecting the physical or mental health of a Crew Member during the performance of their duties, which renders them incapable of properly performing those duties. Remedial action which can be taken within the cockpit in the event of Flight Crew or Cabin Crew incapacitation varies. Flight Crew and Cabin Crew Incapacitation In-Flight The effects of mild incapacity include reduced awareness or state of alertness, a mental pre-occupation which may result in a lack of appreciation of significant factors, slow reaction times, and an impairment of judgment. GSAG Aviation Flight Crew and Cabin Crew training is based upon a fail-safe concept whereby each Crew Member is trained to question the other Flight Crew and Cabin Crew member’s actions if there is a question regarding judgment or incorrect actions. Sudden complete incapacitation may be silent or overt, and may not be preceded by any warning. While it may occur at any stage of flight, fatal collapse most commonly occurs in the critical stage of the flight when the work load is at its highest. Statistics show that the highest risk for an incapacitation to occur is during an approach and landing when ground proximity presents a hazard. Removal of Incapacitated Pilot from the Flight Controls Extreme care must be taken when removing the collapsed pilots body and precautions must be taken that the collapsed body does not interfere with the essential primary flight controls. When convenient, the remaining pilot may choose to call for assistance from another Crew Member to free the incapacitated pilot’s grasp of the flight controls. The use of a restraint or devised harness that may assist in the removal of the collapsed

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body should be considered. A rigid grasp of the flight controls by an incapacitated pilot will not prevent the other pilot from assuming physical control of the aircraft. ATS Notification The remaining pilots shall declare an emergency and inform ATS of the situation and proceed to the nearest suitable aerodrome at which medical assistance can be provided. Radar vectors from ATS can significantly reduce workload when diverting to the alternate. Company Notification When conditions permit, the designated remaining Flight Crew Member will contact the Flight Operations Manager and advise the details of the situation. The Flight Operations Manager may request a verbal and a written report from the Flight Crew Member. Assisting Means for Emergency Evacuation CAT.OP.MPA.220 Securing of Passenger Compartment and Galley(s) CAT.OP.MPA.230 8.3.15. Cabin Safety Requirements 8.3.15. (a) Cabin Preparation for Flight, In-Flight Requirements and Preparation for Landing Including Procedures for Securing Cabin and Galley

Flight and Cabin Crew members: During take-off and landing, and whenever deemed necessary by the Commander, each Crew Member

shall be properly secured by all safety belts and harnesses provided in the interest of safety; During other phases of the flight each Flight Crew Member shall keep their safety belt fastened while at

their station. Passengers: Before take-off and landing, and during taxiing, and whenever deemed necessary in the interest of safety,

the Commander shall ensure that each passenger on board occupies a seat or berth with their safety belt, or harness where provided, properly secured.

The Commander or designated Flight Crew Member shall check ensure that all exits and escape paths are unobstructed and all equipment, galleys, carts and baggage are properly secured prior to taxi, take-off and before landing. This may be accomplished by a verbal announcement or by an announcement over the onboard Public Address System.

GSAG Aviation




Passenger Seating CAT.OP.MPA.165 AMC1-2 CAT.OP.MPA.165 GM1 CAT.OP.MPA.165

8.3.15. (b) Procedures to Ensure that Passengers are Seated where, in the Event of an Emergency Evacuation is Required; they may best Assist and not Hinder Evacuations from the Aircraft

In the event of an emergency evacuation, it is likely that certain passengers and Flight Crew Members may suffer minor injuries. The Commander should consider the relative risks of remaining on board the aircraft against the risks of evacuation. Although indications of fire will be regarded with the utmost seriousness, in some cases, such as a fire warning or external smoke, the Commander should seek further information or confirmation from other sources such as the tower, other aircraft or emergency response crews. Reduced Mobility Passengers During the preflight meeting, the Flight Crew shall evaluate, discuss, and agree upon the responsibilities of each Flight Crew Member during an emergency evacuation of the aircraft. The Flight Crew shall have a standard, coordinated plan of action for an emergency evacuation of the aircraft prior to engine start. The Commander shall be alerted by the flight or Cabin Crew of any PRM, (Person with Reduced Mobility), that may need special assistance to evacuate the aircraft. If there is a question regarding the passenger’s disability, a Flight Crew Member shall confirm the passenger’s disability by asking the passenger and notifying the Commander of the PRM disability. The Commander shall decide an evacuation plan for any PRM that may need assistance evacuating the aircraft. There will be a mutual agreement between the PRM and the PRM’s family member, assistant, Crew Member or volunteer passenger who shall be briefed by a Flight Crew or Cabin Crew Member on what steps will be followed in case of an emergency evacuation and both the PRM and the selected passenger shall be in agreement before the flight departs. If the PRM does not have an assistant or family member traveling with them, the Commander will ensure that any PRM who may require assistance in an emergency evacuation is assigned a volunteer passenger or Crew Member to assist that passenger in the event of an aircraft evacuation. A PRM shall never be seated next to an emergency exit. Planned Evacuation Communication between the cockpit and Cabin Crew is especially important, both to verify the cabin situation and communicate the evacuation plan. A checklist, using the acronym TEST, may be helpful to advise the Cabin Crew Members of the Type of emergency, whether an Evacuation is required (to include any special considerations that may affect the use of any exits), the evacuation Signal to be used (evacuation signal or evacuate PA), and the Time remaining before landing. If an evacuation is planned and later determined unnecessary, advise the Cabin Crew Members that they will be notified of changes by PA or otherwise prior to the aircraft stopping. It is always the Commander’s decision to use slides, on-board air stairs or ramp (external) stairs.

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Assisting Means for Emergency Evacuation CAT.OP.MPA.220 Commander and Cabin Crew Responsibilities Prior to taxiing, the Commander or Cabin Crew shall brief passengers to read the passenger briefing card and ask passengers seated next to the emergency exits if they are able to perform the duties required if an emergency evacuation should occur. If the passenger is unable to perform the duties as stated on the passenger briefing card, the passenger will be moved to another seat and replaced with an able body person. If there are no other seats available or no other person is willing or able to assist, the passenger may be asked to disembark the aircraft. Dispatch will be advised of the situation and other means of transportation may be provided to the passenger. The Commander is responsible for assuring the complete evacuation of all passengers and Flight Crew Members. An evacuate Public Address announcement will be given by the Commander or the Cabin Crew as a signal to commence evacuation.

8.3.15. (c) Procedures to be Followed During Passenger Embarking or Disembarking

GSAG Aviation ground staff or the Commander position the aircraft for convenient boarding prior to the scheduled departure for passenger convenience, ramp safety and passenger baggage handling. The Commander and Flight Crew shall be attentive to passenger needs as they are boarding, and assist passengers as necessary and determine that all baggage is aboard and properly stowed. In the interest of safety all personnel boarding a chartered flight must have a valid photo ID or Passport on their person before boarding. This photo ID must be verified by GSAG Aviation Dispatch / Scheduler or Flight Crew. Dispatch / Scheduler will enter each passenger into the computer system to ensure that no passengers have been flagged and are on the NO FLY LIST prior to boarding. If any passengers are flagged on the NO FLY LIST, they will be denied access to the aircraft. Commanders or a Company representative are to ask all chartered passengers the following questions prior to the passenger boarding the flight: #1, has anyone unknown to you asked you to carry an item on this flight? #2, have any of the items you are traveling with been out of your immediate control since the time you

packed them? If the answer to one or both of these questions yields an answer of yes, the Commander is prohibited from loading suspect luggage until it is positively inspected and found to be of no security concern. If the passenger answers "Yes" to question #1 and actually accepted an item for transport, the passenger must, under the supervision of the Commander, identify the item that they have been asked to carry. The suspect item must be cleared through positive identification and recognition by the passenger, before it will be carried onboard the aircraft. If the passenger answers "Yes" to question #2, screen each piece of his or her carryon items that have been out of their control by having the passenger, under direct supervision of the Commander, open and inspect each piece of his or her carry-on items that have been out of their control. If the passenger discovers that an unknown, and therefore suspect, item has been added to the contents of his or her carry-on items, the suspect item will be cleared through positive identification and recognition by the passenger, before it will be carried onboard the aircraft. If the answer to question #2 is "Yes", the baggage inspection may be waived only upon Commander decision, if it is determined that the baggage was left in the control of: A GSAG Aviation employee or authorized representative Commanders are to open and visually inspect all suspicious sealed packages and verify stated contents of these packages before allowing them to be placed onboard the aircraft. Any refusals to yield to this inspection must be presented to the Flight Operations Manager. Points to consider in determining if a sealed package is to be considered as suspect are the following: Detection of strange odors (fuel, ammonia etc.);

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Seepage of fluid or oil stains upon the package; Passenger refuses to be separated from the package and handles it with extensive care. Passengers shall be escorted by a qualified GSAG Aviation employee, Flight Crew or Cabin Crew Member to or from the aircraft if the aircraft has been positioned away from the main terminal and the aircraft access entails crossing the ramp area. Passengers shall never be left alone on or in the open ramp area. Fuelling with Passengers on Board or Boarding / Disembarking CAT.OP.MPA.195 AMC1 CAT.OP.MPA.195

8.3.15. (d) Procedures when Refuelling / Defuelling with Passengers On Board or Disembarking

Passengers Embarking / Disembarking: When passengers are embarking and or disembarking, the Commander or designated Flight Crew Member will be in attendance in or near the aircraft to: Enforce no smoking regulations. Guide passengers along a safe path to and from the aircraft. Guide the passengers from aircraft and ensure that no passengers cross or step over fuelling hoses or

cables. Fuelling may be carried out only at those aerodromes where the authorities permit. When passengers are embarking, disembarking or remaining on board during refuelling or defuelling. ATS and aerodrome fire services are to be advised that refuelling will be taking place with passengers on board (this can be done by the refuelling agent) and the following precautions will be taken: One qualified person will remain at a specified location during fuelling operations with passengers on

board. This qualified person will be capable of handling emergency procedures concerning fire protection and fire-fighting, handling communications and initiating and directing an evacuation;

2-way communications shall be established prior to fuelling and shall remain available by the aircraft inter-communications system or other suitable means between the ground crew supervising the refuelling and the qualified personnel on board the aircraft. Radio communication shall not be used during fuelling except in an emergency;

The fuel truck or in ground fuelling point will be in a position relative to the aircraft so as not to impede an exit if an emergency evacuation becomes necessary;

The ground area beneath the exits intended for emergency evacuation and slide deployment areas will be kept clear and provision is made for a safe evacuation;

An announcement should be made advising crew and passengers that refuelling is about to take place and that passengers are not allowed to smoke while fuelling is taking place;

Passengers and crew that no individual items of electrical equipment may be switched on or off whilst refuelling is in progress;

Fasten Seat Belts signs shall be off; The No Smoking signs shall be on together with interior lighting to enable emergency exits to be easily

identified; All main exits must be open with steps deployed, if applicable; Refuelling shall be stopped immediately f ANY fuel vapor is detected inside the cabin, or any other hazard

arises. Cabin Crew must be positioned at their assigned exits; those without door responsibilities are to patrol the

cabin. Carriage of Special Categories of Passengers (SCPs) CAT.OP.MPA.155

GSAG Aviation




AMC1 CAT.OP.MPA.155(b)

8.3.15(e) Carriage of Special Categories of Passengers

Transportation of Inadmissible Passengers, Deportees or Persons in Custody The Commander shall be alerted by Dispatch / Scheduler of any deportees or persons in custody that are scheduled to be onboard the flight. During the preflight meeting, the Flight Crew shall evaluate, discuss, and agree upon the responsibilities of each Flight Crew Member if an inadmissible passenger, deportees or a person in custody is to be aboard the flight during an emergency evacuation of the aircraft. The Flight Crew shall have a standard, coordinated plan of action for an emergency evacuation of the aircraft prior to engine start. An inadmissible passenger, deportees or persons in custody will not be allowed aboard any GSAG Aviation flight unless they are accompanied by or under direct supervision of the appropriate authorities. Persons in these categories shall be in restraining devises if they are deemed a risk to the safety of the flight. These persons shall be escorted by the appropriate authorities to the aircraft, while aboard the aircraft and escorted from the aircraft once the flight has landed. If an inadmissible passenger, deportees or persons in custody becomes ill or a threat while onboard the aircraft in flight, The Commander will alert ATS to the situation and then brief the authorities, (Escorts onboard the aircraft) the inadmissible passenger, deportees or persons in custody. The appropriate authorities will be alerted on the ground and meet the aircraft on arrival. These persons shall be escorted by the appropriate authorities to the aircraft, while aboard the aircraft and escorted from the aircraft once the flight has landed. Smoking On Board CAT.OP.MPA.240

8.3.15. (f) Smoking On-Board

The Commander shall ensure that no person on board is allowed to smoke: Whenever deemed necessary in the interest of safety; While the aircraft is on the ground unless specifically permitted in accordance with procedures defined in

the Operations Manual; Outside designated smoking areas, in the aisle(s) and in the toilet(s); In cargo compartments and or other areas where cargo is carried which is not stored in flame resistant

containers or covered by flame resistant canvas; In those areas of the cabin where oxygen is being supplied.

8.3.15(g) Handling of Persons with Suspect Infections Diseases

While there have been reported cases of infectious disease transmission in aircraft cabins, the evidence indicates that transmission was primarily due to proximity with an infectious person and not through the aircraft’s ventilation system (Aerospace Medical Association, 2005). However: if a passenger is suspected of having a medical condition that is obvious to GSAG Aviation’s ground handling crew or Cabin Crew, it will be their duty to report this passenger’s condition to the Commander prior to aircraft boarding. The Commander or designated Flight Crew Member may question the passenger with regards to their condition. It will be the final authority of the Commander to either admit the passenger onboard the aircraft or deny the passenger to be transported on the flight. If a passenger is denied transport, the Commander will advise Dispatch / Scheduler of the passenger’s details and why the passenger was denied transport. The Chief Pilot will review the incident and may request the Commander submit a written report within seven days. Responsibilities of the Commander CAT.GEN.MPA.105 (a) (7)

GSAG Aviation




Passenger Briefing CAT.OP.MPA.170 AMC1-1.1 CAT.OP.MPA.170

8.3.16 Passenger Briefing Procedures

The Commander shall ensure that training is given in the preparation of passengers for normal operations which cover the following passenger briefings: Before take-off; After take-off; Before Landing; and After Landing. Before each flight the Flight Crew shall ensure that: Passengers are given a verbal briefing about safety matters. GSAG Aviation understands that parts or all

of the briefing may be provided by an audio-visual presentation. Passengers are provided with a safety briefing card on which pictorial instructions indicate the operation of

emergency equipment and exits likely to be used by passengers. Portable Electronic Devices CAT.GEN.MPA.140 Before Take-Off The Commander shall not permit any person to use a portable electronic device (PED) on board an aircraft that could adversely affect the performance of the aircraft’s systems and equipment, and shall take all reasonable measures to prevent such use. Passengers are briefed on the following items before take-off: Smoking regulations; The use of mobile phones; The use of laptop computers, tablets and notebooks; Back of the seat to be in the upright position and tray table stowed; Location of emergency exits; Location and use of floor proximity escape path markings; Stowage of hand baggage; Restrictions on the use of portable electronic devices; The location and the contents of the safety briefing card. Passengers receive a demonstration of the following: The use of safety belts and or safety harnesses, including how to fasten and unfasten the safety belts

and or safety harnesses; The location and use of oxygen equipment if required, The location and use of life jackets, if required. Note: If applicable, passengers will also be briefed to extinguish all smoking materials when oxygen is being used. After Take-Off Passengers are reminded of the following if applicable: Smoking regulations;

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Use of safety belts and or safety harnesses including the safety benefits of having safety belts fastened when seated irrespective of seat belt sign illumination.

In-Flight In an emergency in-flight, the Flight Crew shall instruct the passengers of the correct procedures to ensure their safety and to meet the emergency. Before Landing Passengers are reminded of the following: No smoking; The use of mobile phones; The use of laptop computers, tablets and notebooks; Use of safety belts and or safety harnesses; Back of the seat to be in the upright position and tray table stowed; Re-stowage of hand baggage; Restrictions on the use of portable electronic devices. After Landing Passengers are reminded of the following: No smoking; The use of mobile phones; The use of laptop computers, tablets and notebooks; Use of safety belts and or safety harnesses. In an emergency during the flight, passengers will be instructed in the appropriate emergency action for the particular circumstances. GSAG Aviation shall ensure that all appropriate requirements are included in the training of all GSAG Aviation Cabin Crew members.

GSAG Aviation




REGULATION (EN) No L296


Subpart E / Low Visibility Operations (LVO) and SPA.LVO. and associated AMC / GM

8.4 All Weather Operations

This section does not apply to GSAG Aviation’s operations. We are not authorized to conduct Cat II or Cat III operations. No CAT II or III operations will be conducted unless: The operations are approved by the Authority; The Flight Crew has completed the appropriate Low Visibility, (LVP), Take-Off, CAT II and III operations

training; The Flight Crew is qualified for CAT II and III specific operations and the aeroplane type. Note: Please see the Training and Checking Section for a more detailed description of the qualifications that are required. The Commander and Co-Pilot shall ensure that Low Visibility Procedures, (LVP), will be followed when

(LVP) operations are to be conducted; The aerodrome is approved by the State in which the aerodrome is located; The Flight Crew consists of at least 2 pilots which will be current and a qualified CAT II pilot; Each GSAG Aviation aeroplane is certificated for operations with decision heights below 200 ft, (65 m),

or no decision height, and equipped in accordance with regulations-AWO or an equivalent accepted by the Authority;

A suitable system for recording approach and or automatic landing success and failure is established and maintained to monitor the overall safety of the operation;

No take-off shall be conducted in low visibility conditions if the reported visibility is less than 500 ft, (150 m) RVR Class A. B and C aeroplanes unless approved by the Authority.

The Commander will oversee the Low Visibility Take-Off. At no time will the Commander delegate this responsibility to another Flight Crew Member. The Low Visibility minima must be approved by the Authority and the following items must be checked prior to take-off: The Journey Log, Technical Log and a cross check of the MEL will be checked for any discrepancies that

might affect or limit the aeroplane ability to perform a Low Visibility Take-Off; Check edge High Intensity Runway Lighting and Centre Line lighting is available; Check Threshold and Runway End Lighting available; Check Take-Off minimums; All relevant RVRs at or above minimum; Check lights visible 50 ft, (15m) or 100 ft, (30m) spacing with RVR 410 ft, (125 m); Maximum crosswind 10 kts; Maximum tail wind 5 kts; Verify ILS turned on RAD NAV. The Commander will verify all of the above items are working and within tolerances prior to performing the Low Visibility Take-Off. The Low Visibility Take-Off will be accomplished in accordance with aircraft checklist and aircraft AFM. All Weather Landing

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The following policies and procedures have been established by GSAG Aviation to allow CAT II all weather approaches to be conducted safely and in accordance with regulations. All Cat II approaches must be followed by an automatic landing with the most qualified pilot as Commander. Such minima shall not be lower than any that may be established for such aerodromes by the State in which the aerodrome is located. To establish the aerodrome operating minimum, we have taken into account: The type, 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, The adequacy and performance of the available visual and non-visual ground aids. The equipment available on the aeroplane for the purpose of navigation and or control of the flight path

as appropriate for and during the take-off, the approach, the flare, the landing, roll-out and the missed approach;

The obstacles in the approach, missed approach and the climb-out areas required for the execution of contingency procedures and necessary clearance;

The obstacle clearance altitude / height for the instrument approach procedures; The means to determine and report meteorological conditions. REGULATION (EN) No L296


Subpart E / Low Visibility Operations (LVO)

Low Visibility Operations / Approval SPA.LVO.105 GSAG Aviation shall only conduct the following low visibility operations (LVO) when approved by the overseeing Authority: Low visibility take-off (LVTO) operation; Lower than standard category I (LTS CAT I) operation; Standard category II (CAT II) operation; Other than standard category II (OTS CAT II) operation; Standard category III (CAT III) operation; Approach operation utilizing enhanced vision systems (EVS) for which an operational credit is applied to

reduce the runway visual range (RVR) minima by no more than one third of the published RVR. Low Visibility Operations / General Operating Requirements SPA.LVO.110 GSAG Aviation shall only conduct LTS CAT I operations if: Each aircraft concerned is certified for operations to conduct CAT II operations; and The approach is flown: a) With the auto-coupled to an auto-land that needs to be approved for CAT IIIA operations; or b) Using an approved head-up display landing system (HUDLS) to at least 150 ft above the threshold. The GSAG Aviation shall only conduct CAT II, OTS CAT II or CAT III operations if: c) Each aircraft concerned is certified for operations with a decision height (DH) below 200 ft, or no DH,

and equipped in accordance with the applicable airworthiness requirements;

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d) A system for recording approach and/or automatic landing success and failure is established and maintained to monitor the overall safety of the operation;

e) The DH is determined by means of a radio altimeter; f) The Flight Crew consists of at least two pilots; g) All height call-outs below 200 ft above the aerodrome threshold elevation are determined by a radio

altimeter. GSAG Aviation shall only conduct approach operations utilising an EVS if: The EVS is certified for the purpose of this Subpart and combines infra-red sensor image and flight

information on the HUD; For operations with an RVR below 550 m, the Flight Crew consists of at least two pilots; For CAT I operations, natural visual reference to runway cues is attained at least at 100 ft above the

aerodrome threshold elevation. For approach procedure with vertical guidance (APV) and non-precision approach (NPA) operations flown with CDFA technique, natural visual reference to runway cues is attained at least at 200 ft above the aerodrome threshold elevation and the following requirements are complied with: The approach is flown using an approved vertical flight path guidance mode; The approach segment from final approach fix (FAF) to runway threshold is straight and the difference

between the final approach course and the runway centreline is not greater than 2°; The final approach path is published and not greater than 3,7°; The maximum cross-wind components established during certification of the EVS are not exceeded. Low Visibility Operations / Aerodrome Related Requirements SPA.LVO.115 GSAG Aviation shall not use an aerodrome for LVOs below a visibility of 800 m unless: The aerodrome has been approved for such operations by the State of the aerodrome; and Low visibility procedures (LVP) have been established. If the Commander selects an aerodrome where the term LVP is not used, the Commander shall ensure that there are equivalent procedures that adhere to the requirements of LVP at the aerodrome. Low Visibility Operations / Flight Crew Training and Qualifications SPA.LVO.120 Each Flight Crew Member: Meets the training and checking requirements prescribed in the operations manual, including flight

simulation training device (FSTD) training, in operating to the limiting values of RVR/VIS (visibility) and DH specific to the operation and the aircraft type;

Is qualified in accordance with the standards prescribed in the operations manual. The training and checking is conducted in accordance with a detailed syllabus that our Certified Training Partner has been approved for and covers all aspects of Part D, Low Visibility Training. Low Visibility Operations / Operating Procedures SPA.LVO.125 GSAG Aviation has established procedures and instructions to be used for LVOs. These procedures and instructions are included in this operation manual and contain the following duties of Flight Crew Members: During taxiing; Take-off; Approach; Flare;

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Landing; Rollout; Missed approach. Prior to commencing an LVO, the Commander shall be satisfied that: The status of the visual and non-visual facilities is sufficient; Appropriate LVPs are in force according to information received from air traffic services (ATS); Flight crew members are properly qualified and current. Low Visibility Operations / Low Visibility Operations / Minimum Equipment SPA.LVO.130 Before commencing a LVO operations, the Commander shall consult the approved AFM and the aircraft Journey Log’s maintenance section for any unserviceable items, the MEL to ensure that the minimum equipment is serviceable at the commencement of an LVO and in accordance with the aircraft flight manual (AFM). The Commander shall be satisfied that the status of the aircraft and of the relevant airborne systems are serviceable before commencing any LVO operation. Low Visibility Operations / Prior to Taxi Procedures SPA.LVO.125 Designation of Pilot Flying and Pilot Monitoring Before the commencement of each flight or flight sector, the aircraft Commander decides which pilot will take direct responsibility for flying the aircraft for the complete flight or for particular parts of it such as the Descent / Approach and Landing and they become 'Pilot Flying' (PF) for that sector or the specified part of it. Planning for LVO Ground Operations Flight Crews should anticipate aerodrome surface movements by conducting pre-taxi planning based on information on the automatic terminal information service (ATIS), previous experience at that airport, and review of the airport diagram. Flight Crews should discuss if anyone has flown in or out of the aerodrome recently and note any aerodrome critical areas such as: Anticipated taxi route(s) based on the most recent ATIS; Runway crossings; Parallel taxiways. Complex taxiway intersections Stop / Hold intersections. LOV Taxi The Flight Crew shall have a current aerodrome diagram readily available that may serve as a backup to any electronic ground GPS guidance system. The Flight Crew should use all available resources when taxiing that includes: Heading Indicator; Aerodrome diagrams Aerodrome signage; Aerodrome lighting. The Flight Crew will read back all ATS clearances. The Flight Crew shall communicate when approaching or transitioning through complex intersections or crossing intervening runways.

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Prior to crossing a runway, the Flight Crew will scan both directions for aircraft ready for take-off, on final approach or on landing rollout. The Flight Crew shall verbally confirm their scan results and affirm that the aircraft is clear to cross the runway. Flight Crew should never stop on a runway when cleared to cross it. If there is any question regarding an ATS clearance, the Flight Crew will immediately stop the aircraft and ask ATS to repeat the instructions for clarification or may ask ATS for clarification of the taxi clearance. At some aerodromes it may be possible for ATS to give guidance through their ground movement monitoring system. Flight Crew should have a situational awareness of where they are at all time and monitoring the ground control frequency to be aware of any other aircraft taxiing in the immediate area. LOV Take-Off Once ATS has cleared the aircraft for take-off, the Flight Crew shall check that the final approach is clear before taxiing onto the runway for take-off. Once the aircraft is in position and hold for take-off and there is a delay any delay in receiving their takeoff clearance (e.g., “expect delay for wake turbulence”) while holding in position. If a takeoff clearance is not received within a reasonable time after clearance to “position and hold,” ATS should be contacted. Suggested phraseology: (call sign) holding in position (runway designator or intersection). REGULATION (EU) No 965/2012


ANNEX I

ETOPS Definitions Adequate Airport Adequate Airport means an aerodrome that an airplane operator may list with approval from the Authority because that aerodrome meets the landing limitations of the aeroplane in use or is a military aerodrome that is active and operational. ETOPS Alternate Airport ETOPS Alternate Airport means an adequate aerodrome that is designated in a dispatch or flight release for use in the event of a diversion during ETOPS. This definition applies to flight planning and does not in any way limit the authority of the pilot in command during flight. ETOPS Entry Point ETOPS Entry Point means the first point on the route of an ETOPS flight, determined using a one-engine inoperative cruise speed under standard conditions in still air that is more than 180 minutes from an adequate aerodrome. ETOPS Qualified Person ETOPS Qualified Person means a person, performing maintenance for the certificate holder, who has satisfactorily completed the certificate holder's ETOPS training programme. ETOPS Requirements General GSAG Aviation shall not operate an airplane, other than an all-cargo airplane with more than two engines, more than 180 minutes flying time (at the one-engine-inoperative cruise speed under standard conditions in still air) from an aerodrome unless: The certificate holder receives ETOPS approval from the Authority; The operation is conducted in a multi-engine turbine-powered airplane; The operation is planned to be no more than 240 minutes flying time (at the one engine inoperative

cruise speed under standard conditions in still air) from an appropriate aerodrome. Prior to conducting an ETOPS flight, GSAG Aviation shall ensure that a suitable ETOPS en-route alternate is available, within either the approved diversion time or a diversion time based on the MEL generated serviceability status of the aeroplane, whichever is shorter. REGULATION (EU) No 965/2012

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ANNEX IV

Maximum Distance from an Adequate Aerodrome for Two-Engined Aeroplanes without an ETOPS Approval Subpart F SPA.ETOPS.105 CAT.OP.MPA.140 AMC1/GM1 CAT.OP.MPA.140(c)

8.5 Extended Range Operations (ETOPS)

GSAG Aviation shall not conduct operations beyond the threshold distance determined in accordance with the regulations unless approved to do so by the Authority. GSAG Aviation shall not conduct ETOPS operations unless approved by the competent authority in accordance with Annex V (Part-SPA), Subpart F, the operator shall not operate a two-engined aeroplane over a route that contains a point further from an adequate aerodrome, under standard conditions in still air, than: For performance class A aeroplanes with either: A maximum operational passenger seating configuration (MOPSC) of 20 or more; or A maximum take-off mass of 45 360 kg or more; and The distance flown in 60 minutes at the one-engine-inoperative (OEI) cruising speed determined that a

determine speed for the calculation of the maximum distance to an adequate aerodrome for each two-engined aeroplane type or variant operated, not exceeding VMO (maximum operating speed) based upon the true airspeed that the aeroplane can maintain with one engine inoperative.

For performance class A aeroplanes with: An MOPSC of 19 or less; and A maximum take-off mass less than 45 360 kg, The distance flown in 120 minutes or, subject to approval by the competent authority, up to 180 minutes for turbo-jet aeroplanes, at the OEI cruise speed determined that a determine speed for the calculation of the maximum distance to an adequate aerodrome for each two-engined aeroplane type or variant operated, not exceeding VMO (maximum operating speed) based upon the true airspeed that the aeroplane can maintain with one engine inoperative. For performance class B or C aeroplanes: The distance flown in 120 minutes at the OEI cruise speed determined that a determine speed for the

calculation of the maximum distance to an adequate aerodrome for each two-engined aeroplane type or variant operated, not exceeding VMO (maximum operating speed) based upon the true airspeed that the aeroplane can maintain with one engine inoperative.; or

300 NM, whichever is less. GSAG Aviation has included the following data, specific to each type or variant, in the operations manual or the aircraft’s AFM: The determined OEI cruising speed; and The determined maximum distance from an adequate aerodrome. For ETOPS approval, GSAG Aviation has produced the following evidence to the authority: The aeroplane/engine combination holds an extended range operations with two-engined aeroplanes

(ETOPS) type design and reliability approval for the intended operation; The set of conditions has been implemented to ensure that the aeroplane and its engines are maintained

to meet the necessary reliability criteria; and

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The Flight Crew and all other operations personnel involved are trained and suitably qualified to conduct the intended operation.

Crew Information Requirements GSAG Aviation shall ensure that Flight Crews have in-flight access to current weather and operational information needed to comply with all ETOPS regulation, information on all ETOPS Alternate Airports, all destination alternates, and the destination aerodrome proposed for each ETOPS flight. Operational Requirements GSAG Aviation shall not begin and an ETOPS flight and continue beyond its ETOPS Entry Point unless: The weather conditions at each ETOPS Alternate Airport are forecast to be at or above the operating

minima in the certificate holder's operations specifications for that aerodrome when it might be used (from the earliest to the latest possible landing time), and

All ETOPS Alternate Airports within the authorized ETOPS maximum diversion time are reviewed for any changes in conditions that have occurred since dispatch.

In the event that GSAG Aviation is unable to comply with the ETOPS alternate aerodrome requirements for a specific aerodrome, another ETOPS Alternate Airport must be substituted within the maximum ETOPS diversion time that could be authorized for that flight with weather conditions at or above operating minima. GSAG Aviation shall plan and conduct all ETOPS flight under IFR. ETOPS Time-Limited Systems All GSAG Aviation ETOPS flights shall be planned with the time required to fly the distance to each ETOPS Alternate Airport (at the all-engines-operating cruise speed, corrected for wind and temperature) and will not exceed the time specified in the AFM for the airplane's most limiting fire suppression system time required by regulation for any cargo or baggage compartments (if installed), minus 15 minutes. All GSAG Aviation ETOPS flights shall be planned with the time required to fly the distance to each ETOPS Alternate Airport (at the approved one-engine-inoperative cruise speed, corrected for wind and temperature) may not exceed the time specified in the AFM for the airplane's most time limited system time (other than the airplane's most limiting fire suppression system time required by regulation for any cargo or baggage compartments), minus 15 minutes. Communications Requirements GSAG Aviation shall not conduct an ETOPS flight unless the following communications equipment, appropriate to the route to be flown, is installed and operational: Two independent communication transmitters, at least one of which allows voice communication; Two independent communication receivers, at least one of which allows voice communication; Two headsets with a boom microphone, or one headset with a boom microphone and one speaker. In areas where voice communication facilities are not available, or are of such poor quality that voice communication is not possible, communication using an alternative system shall be substituted. Fuel Requirements GSAG Aviation shall not dispatch or release for flight an ETOPS flight unless, considering wind and other weather conditions expected, it has the fuel otherwise required by this part and enough fuel to satisfy each of the following requirements: Fuel to fly to an ETOPS Alternate Airport. Fuel to Account for Rapid Decompression and Engine Failure The airplane must carry the greater of the following amounts of fuel: Fuel sufficient to fly to an ETOPS Alternate Airport assuming a rapid decompression at the most critical

point followed by descent to a safe altitude in compliance with the oxygen supply requirements and regulations;

Fuel sufficient to fly to an ETOPS Alternate Airport (at the one-engine-inoperative cruise speed under standard conditions in still air) assuming a rapid decompression and a simultaneous engine failure at the

GSAG Aviation




most critical point followed by descent to a safe altitude in compliance with the oxygen requirements and regulations; or

Fuel sufficient to fly to an ETOPS Alternate Airport (at the one-engine-inoperative cruise speed under standard conditions in still air) assuming an engine failure at the most critical point followed by descent to the one engine inoperative cruise altitude.

Fuel to Account for Errors in Wind Forecasting In calculating the amount of fuel required, GSAG Aviation shall increase the actual forecast wind speed by 5% (resulting in an increase in headwind or a decrease in tailwind) to account for any potential errors in wind forecasting. If a certificate holder is not using the actual forecast wind based on a wind model accepted by the Authority, the airplane must carry additional fuel equal to 5% of the fuel and enough reserve fuel to allow for errors in wind data. Fuel to Account for Icing In calculating the amount of fuel required, GSAG Aviation shall ensure that the airplane carries the greater of the following amounts of fuel in anticipation of possible icing during the diversion: Fuel that would be burned as a result of airframe icing during 10 percent of the time icing is forecast

(including the fuel used by engine and wing anti-ice during this period); Fuel that would be used for engine anti-ice, and if appropriate wing anti-ice, for the entire time during

which icing is forecast. Fuel to Account for Engine Deterioration In calculating the amount of fuel required, GSAG Aviation shall ensure the airplane also carries fuel equal to 5% of the fuel specified above, to account for deterioration in cruise fuel burn performance unless the certificate holder has a programme to monitor airplane in-service deterioration to cruise fuel burn performance. Fuel to Account for Holding, Approach, and Landing In addition to the fuel required, the aeroplane shall carry fuel sufficient to hold at 1500 feet above field elevation for 15 minutes upon reaching the ETOPS Alternate Airport and then conduct an instrument approach and land. Fuel to Account for APU Use If an APU is a required power source, the certificate holder must account for its fuel consumption during the appropriate phases of flight. ETOPS Maintenance Programme Requirements In order to conduct an ETOPS flight under the regulations and in the interest of safety, GSAG Aviation has develop and comply with the ETOPS maintenance programme that is specific for each two-engine airplane-engine combination used in ETOPS. This programme is kept under a separate cover.

GSAG Aviation




Responsibilities of the Commander CAT.GEN.MPA.105 (a)(11) Minimum Equipment for Flight CAT.IDE.A.105 Minimum Equipment Lists ORO.MLR.105 AMC1s ORO.MLR.105(c) (d) (3) (f) (g) (h) 7 (g) GM1s ORO.MLR.105(a) (e) (f) (f) (g) (j)

8.6 Use of the Minimum Equipment List and Configuration Deviation List(s)

A flight shall not be commenced when any of the aeroplane’s instruments, items of equipment or functions required for the intended flight are inoperative or missing, unless: The aeroplane is operated in accordance with the operator’s MEL; or The operator is approved by the competent authority to operate the aeroplane within the constraints of the

master minimum equipment list (MMEL). Minimum Equipment List (MEL) To determine if a discrepancy may be deferred, the Commander or Director of Maintenance will refer to the MEL and the specific inoperative system or item (M) for Maintenance procedures or (O) for Operations procedures. The Commander may defer (O) procedures if the component or system is covered by the MEL and has an approved procedure. The Commander may defer a discrepancy that is shown to have an (M) procedure provided that there is no reference to the Dispatch Deviation Procedures Guide, DDPG: however, if there is a reference to the DDPG, the Commander, designated Flight Crew Member shall notify the Director of Maintenance before further action is taken. Should the Commander, designated Flight Crew Member or Maintenance Engineer require additional information or assistance for Operations, (O) procedures, the Director of Maintenance will be consulted for additional information. Should the Director of Maintenance require additional information or assistance the aeroplane manufacturer will be contacted. All discrepancies eligible for deferral through the MEL process will be entered and deferred on the Journey Log and the MEL Deferred Discrepancy Form. If a discrepancy does not require any maintenance action prior to being deferred, the Commander may defer the discrepancy on the Journey Log, the MEL Deferred Discrepancy Form and the Technical Log. All discrepancies eligible for deferral through the MEL process will be entered and deferred by the Commander or designated Flight Crew Member. The MEL deferred item will be entered on the Journey Log, the MEL Deferred Discrepancy Form and the Technical Log along with the date that the discrepancy was deferred. Also the statement “Deferred per MEL XX-XX, See Sticker #XXX” for the instrument or system discrepancy that is being deferred will be entered on the Journey Log, the MEL Deferred Discrepancy Form and the Technical Log. If the MEL requires a maintenance action and the Commander is unable to defer the discrepancy, the Director of Maintenance will be contacted. The Director of Maintenance may be able to defer the discrepancy after contacting the aeroplane manufacturer. If a discrepancy deferral is granted by the aeroplane manufacturer, the Director of Maintenance of designated Maintenance Engineer will enter the date the discrepancy was deferred and under the corrective action will make an entry stating “Deferred per MEL XX-XX”, the status of the system and any maintenance which was performed as called out in the requirements of the MEL / DDPG prior to deferral.

GSAG Aviation




Any time a MEL procedure requires deactivating a system by pulling a circuit breaker; the circuit breaker will be pulled and then secured with either a RED collar or with a ty-wrap. The Director of Maintenance or designated Maintenance Engineer will contact the Dispatch / Scheduler and forward all information that may affect the availability of the aeroplane for future flight. At no time will the safety of flight be compromised to meet a schedule, due to client demand or an effort to reposition the aeroplane to a more desirable aerodrome. MEL stickers and placarding of inoperative instruments, components and systems The MEL sticker is a bright orange or yellow, self-adhesive, label. The self-adhesive sticker is labeled with “MEL ATA ###” in bold. The MEL placard label is installed on or next to the instrument, component or system having a discrepancy deferred. The MEL placard will be used as required and placed next to the discrepant system or component. The note of the MEL discrepancy will be noted on the Journey Log. The signature and certificate number of the Maintenance Engineer or Flight Crew Member acknowledges the discrepancy and verifies that it was deferred in accordance with the MEL procedures. In the event there is no entry in the corrective action block of the Technical Log along with an incomplete MEL Deferred Discrepancy form, the discrepancy is still considered an open discrepancy and the aeroplane is considered un-airworthy until an action clears the discrepancy or authorizes its deferral is performed and entered on the forms. Once the Technical Log along with an incomplete MEL Deferred Discrepancy Form has been completed, the information will be transferred to the Journey Log. Anytime an open discrepancy exists the Commander will contact dispatch and, if required, will contact the Director of Maintenance for correction or deferral of the open item prior to the aeroplane being released. In all cases of an item being deferred, the person performing the deferral will notify the Director of Maintenance and Dispatch immediately after the deferral is completed. Dispatch will be advised of the deferral so they may properly amend and update the aeroplane dispatch status and maintenance will make arrangements to order and parts or schedule maintenance to clear the discrepancy. Note: If there is any doubt as to whether a deferral affects the airworthiness of the aeroplane, the Commander will contact the Director of Maintenance for consultation and assistance. Note: For more information regarding the use of MELs and MMELs, see Chapter 09, Minimum Equipment Lists. Configuration Deviation List(s) (CDL) General The aircraft manufacturer has created a CDL for a specific aircraft type. Engineering specialists submit the proposed CDL to the Authority office for approval. The Authority will then co-ordinate with, in the case of a USA type certificated aircraft, the appropriate aircraft evaluation group (AEG) to resolve any problems and discrepancies prior to approving the CDL. For USA certificated aircrafts, the CDL, once approved, is incorporated into the limitations section of the aircraft flight manual (AFM) as an appendix. For manufacturers outside the USA, the CDL may be a stand-alone document and part of the Structure Repair Manual, or another manufacturer's document. Some operators may choose to attach a copy of the CDL to their MEL for easy and ready reference by Flight Crews. Use of the CDL GSAG Aviation shall follow the CDL limitations when operating with a configuration deviation. The Commander and Flight Crews are required to observe the following: The limitations in the CDL when operating with certain equipment missing (except as noted in the aircrafts

AFM) The flight operations, restrictions, or limitations that are associated with each missing airframe and engine part; Any placard(s) required by the CDL describing associated limitations, which must be affixed in the cockpit

in clear view of the Commander and other appropriate Flight Crew Members.

GSAG Aviation




Anytime a CDL item is listed as missing or unusable, the Commander will contact dispatch and, if required, will contact the Director of Maintenance for correction or deferral of the open item prior to the aircraft being released. In all cases of a CDL item being deferred, the person performing the deferral will notify the Director of Maintenance and Dispatch immediately after the deferral is completed. Dispatch will be advised of the deferral so they may properly amend and update the aircraft dispatch status and maintenance will make arrangements to order parts or schedule maintenance to clear the CDL discrepancy. Note: If there is any doubt as to whether a CDL deferral affects the airworthiness of the aircraft, the Commander will contact the Director of Maintenance for consultation and assistance. Note: For more information regarding the use of the CDL, see Chapter 08, Configuration Deviation Lists. Non Commercial Operations os Aircraft Listed in the Operations Specifications by the Holder of an AOC ORO.AOC.125 Simulated Abnormal Situations in Flight CAT.OP.MPA.275 ORO.FC.235 (d)

8.7. Non Revenue Flights, Procedures and Limitations for:

8.7. (a) Training Flight Training Flight may be necessary for Flight Crew Members training in order for the Flight Crew Member to gain currency. All Training Flight will be scheduled with the approval of the Flight Operations Manager. No flight training will be conducted on a GSAG Aviation revenue flight. At no time will an abnormal or emergency situation be simulated on a revenue flight nor will a Flight Crew Member restrict their visual sight by means of a view restricting device to simulate IMC conditions. Engine failures on Training Flight will be SIMULATED. At NO TIME will an engine be shut down. Training Flights will be conducted by a qualified and nominated GSAG Aviation Training Officer and will be kept to a minimum of hours to allow the Flight Crew Member to gain proficiency and currency.

8.7. (b) Test Flights

Test Flights may be necessary after maintenance has been performed to the aircraft or an aircraft system. All Test Flights will be scheduled with the approval of the Flight Operations Manager. The Flight Operations Manager will nominate a qualified Commander for the Test Flight and a qualified Co-Pilot if necessary. In addition to the normal pre-flight briefing, the Test Flight Crew will be briefed on the maintenance that has been completed to the aircraft or aircraft system and review any emergency procedures prior to the Test Flight. If possible, All Test Flights will be conducted in the immediate vicinity of an aerodrome that has ample facilities for the aircraft on the Test Flight.

8.7. (c) Delivery Flight

Ferry Flights will be scheduled by the Flight Operations Manager and will consist of the minimum Flight Crew and aircraft owner(s). No other passengers will be allowed on a Delivery Flight. 8.7. (d) Ferry Flights Ferry Flights will only be conducted with the approval of the Authority once a Ferry Permit has been issued for the flight. All Ferry Flights will be scheduled by the Flight Operations Manager and will consist of the minimum Flight Crew and any approved Maintenance personnel. No passengers will be allowed on a Ferry Flight. The Ferry Flight will fly within the limitations that have been granted by the Authority on the Ferry Permit.

8.7. (e) Demonstration Flight

Demonstration Flight will be scheduled by the Flight Operations Manager and will consist of the minimum Flight Crew, the prospective buyers and aircraft owner(s). No other passengers will be allowed on a Demonstration Flight.

GSAG Aviation




8.7. (f) Positioning Flight, Including the kind of Persons who may be Carried on Such Flights

Positioning Flights will be scheduled by the Flight Operations Manager and may carry the following personnel: The required Flight Crew; Additional Flight Crew for connecting to another GSAG Aviation revenue flight; Maintenance Personnel that may be repositioning to a satellite base or being transported to perform

unscheduled maintenance on a GSAG Aviation aircraft. No passengers will be allowed on a Positioning Flight.

GSAG Aviation




Index

A

Acceptable Devices ................................................... 46 Additional Information and Forms to be Carried........ 6 Admission to Flight Crew Compartment ................... 72 Adverse and Potentially Hazardous Atmospheric

Conditions ............................................................ 61 Aerodrome Operating Minima ............................. 9, 10 After Landing ............................................................ 47 After Take-Off ........................................................... 47 Aircraft Handling Procedures Children, Infants, Sick

Passengers, and Persons with Reduced Mobility . 48 Aircraft Passengers and Cargo Handling Procedures

Related to Safety .................................................. 45 Aircraft Technical Log ............................................... 36 All Weather Landing ................................................. 80 All Weather Operations ............................................ 80 Arm ........................................................................... 28 Assisting Means for Emergency Evacuation ............. 75 Authorisation of Aerodromes by the Operator .......... 9

B

Before Landing .......................................................... 47 Before Take-Off......................................................... 46 Bonding ..................................................................... 41 Brake Cooling / Taxi-Out ........................................... 61

C

Cabin Preparation for Flight, In-Flight Requirements and Preparation for Landing Including Procedures for Securing Cabin and Galley .............................. 73

Cabin Safety Requirements ...................................... 73 Carriage of Pets or Animals in the Cabin Area .......... 50 Carriage of Special Categories of Passengers (SCPs) 45,

48, 76 Center of Gravity Arm / CG Arm ............................... 28 Center of Gravity Computation / CG Computation .. 28 Center of Gravity Envelope / CG Moment Envelope 28 Center of Gravity Limits / CG Limits .......................... 28 Center of Gravity Range / CG Range ......................... 28 Children..................................................................... 48 Chord ........................................................................ 28 Composition of Flight Crew ........................................ 4 Configuration Deviation List(s) (CDL) ........................ 89 Conversion of Visibility to RVR Table ........................ 19 Crew Members at their Stations ............................... 69 Crew Members Duties and Responsibilities (Flight

Crew Members) ..................................................... 5

Criteria and Responsibilities for the Authorisation of the use of Aerodromes ........................................... 9

D

Delivery Flight ........................................................... 90 Demonstration Flight ................................................ 90 Designation as Pilot-in-Command / Commander ....... 3 Determination of Meteorological Information ......... 24 Determination of the Fuel, Oil, and Water Methanol

Carried .................................................................. 27 Documents Manuals and Information to be Carried .. 5

E

Empty Mass ............................................................... 28 Empty-Mass Center of Gravity (EWCG) ..................... 28 Empty-Mass Center of Gravity Range ....................... 28 Engine Intake and Exhaust During Ground Operations

........................................................................ 51, 59 Engines Running when Refuelling / De-Fueling ........ 40 En-route Operating Minima for VFR Flights of VFR

Portions of Flights for Single Engine Operations .. 11 Establishment of Minimum Flight Altitudes ................ 8 Establishment of Procedures ...................................... 4 Extended Range Operations (ETOPS) ........................ 85

F

Ferry Flights ............................................................... 90 Fire Precautions ........................................................ 41 Flight Crew Responsibilities During Fuelling /

Refuelling .............................................................. 40 Flight Preparation........................................................ 5 Freezing Rain ............................................................. 62 Fuel and Oil Supply .............................................. 27, 43 Fuel Policy ................................................................. 27 Fuel Spills................................................................... 43 Fueling Procedures .................................................... 39 Fuelling with Passengers on Board or Boarding /

Disembarking ............................................ 39, 42, 76

G

General Instruction and Information Necessary for Various Types of Mass and Balance Documentation in Use .................................................................... 33

Ground Handling Instructions ................................... 38

H

Handling of Persons with Suspect Infections Diseases .............................................................................. 77

GSAG Aviation




Heavy Precipitation .................................................. 68 Hot Weather Procedures .......................................... 61

I

Icing Conditions ........................................................ 62 In Flight / Brake Cooling ........................................... 61 Incapacitation of Crew Members ............................. 72 Infants ....................................................................... 48 In-Flight ..................................................................... 47 In-Flight Fuel Management ...................................... 27

J

Jetstream .................................................................. 66 Journey Log ............................................................... 37

L

Landing Mass ............................................................ 28 Last Minute Changes Procedures ............................. 34 LEMAC ...................................................................... 28 Light Turbulence ....................................................... 63 Lightning ................................................................... 41 List of Documents, Forms and Additional Information

to be Carried ........................................................ 38 Load Factor ............................................................... 29 Loading and Securing of Items in the Aircraft .......... 49 Loading Graph .......................................................... 29 Loading Schedule ...................................................... 29 LOV Take-Off ............................................................ 84 Low Visibility Operations / Aerodrome Related

Requirements ...................................................... 82 Low Visibility Operations / Approval ........................ 81 Low Visibility Operations / Flight Crew Training and

Qualifications ....................................................... 82 Low Visibility Operations / General Operating

Requirements ...................................................... 81 Low Visibility Operations / Low Visibility Operations /

Minimum Equipment ........................................... 83 Low Visibility Operations / Operating Procedures ... 82 Low Visibility Operations / Prior to Taxi Procedures 83

M

MAC .......................................................................... 29 Manual Flight in Severe Turbulence ......................... 63 Mass and Balance ..................................................... 29 Mass and Center of Gravity ...................................... 28 Mass Values for Crew .............................................. 32 Maximum Certified Take-Off Weight, (MCTOW) ..... 29 Maximum Landing Mass ........................................... 29 Maximum Mass ........................................................ 29 Maximum Operational Seating Configuration,

(MOPSC) ............................................................... 29 Maximum Structural Take-Off Mass ........................ 29

Maximum Takeoff Mass ........................................... 29 Maximum Taxi Mass ................................................. 29 Maximum Zero Fuel Mass ................................... 29, 30 MEL Stickers and Placarding of Inoperative

Instruments, Components and Systems .............. 89 Meteorological Conditions / Aeroplanes .................. 26 Meteorological Conditions / All Aircraft ................... 26 Methods for Establishing of Aerodrome Operating

Minima ................................................................. 10 Methods, Procedures and Responsibilities for the

Preparation of Mass and Centre of Gravity Calculations .......................................................... 31

Minimum Equipment List (MEL) ............................... 88 Minimum Equipment List and Configuration Deviation

List(s) .................................................................... 88 Minimum Flight Altitudes ........................................... 8 Minimum Flight Altitudes / Flight Levels IFR Flight .... 8 Minimum Flight Altitudes / Flight Levels VFR Flight ... 8 Moderate and Severe Turbulence ............................ 63 Moment .................................................................... 29 Mountain Waves ....................................................... 68

N

Non Commercial Operations os Aircraft Listed in the Operations Specifications by the Holder of an AOC ............................................................................. 90

Non Revenue Flights, Procedures and Limitations for: ............................................................................. 90

Non-Precision Approach Minima Full Facilities ........ 20 Non-Precision Approach Minima Nil Approach Nil

Approach Lights Facilities ..................................... 23

O

Operation of Aeroplane Doors ................................. 50 Operations Manuals to be Carried .............................. 6 Operator Responsibilities ....................................... 8, 9 Over Wing Refuelling / De-Fueling for Aircraft

Equipped with and APU ....................................... 40 Overnight Parking ..................................................... 61

P

Parking and Chocking ................................................ 59 Passenger and Baggage Masses for Various Types of

Operations and Aircraft Types ............................. 33 Passenger Briefing .............................................. 46, 78 Passenger Briefing Procedures ................................. 78 Passenger Seating ..................................................... 74 PAX ............................................................................ 29 Payload ..................................................................... 29 Personnel or Crew Members other than Cabin Crew in

the Passenger Compartment ................................. 4 Planning Minima for IFR Flights ................................ 10

GSAG Aviation




Policy for using either Standard and or Actual ......... 33 Portable Electronic Devices ................................ 45, 78 Positioning Flight, Including the kind of Persons who

may be Carried on Such Flights ............................ 91 Positioning of Ground Equipment ............................ 50 Post Fuelling Cross-Check ......................................... 43 Precautions to be taken to Avoid Mixing Fuels ........ 43 Presentation and Application of Aerodrome and En-

route Operating Minima ...................................... 12 Procedures to be Followed During Passenger

Embarking or Disembarking ................................. 75 Procedures to Ensure that Passengers are Seated

where, in the Event of an Emergency Evacuation is Required; they may best Assist and not Hinder Evacuations from the Aircraft .............................. 74

Procedures when Refuelling / Defuelling with Passengers On Board or Disembarking ................ 76

Prohibited Devices .................................................... 46 Provision of Documents and Records ......................... 7 Push Back and Towing .............................................. 59

R

Ramp Entry ............................................................... 52 Ramp Mass ............................................................... 29 Ramp Signal Procedures ........................................... 52 Reduced Mobility Passengers ............................. 48, 74 Reference Datum ...................................................... 30 Refuelling / Defuelling with Wide-Cut Fuel ........ 39, 43 Refuelling / De-Fuelling with Wide-Cut Fuel ............. 40 RVR for CAT I Approach vs. Facilities and DH Table .. 18

S

Safety Belts and Restraint Systems Use .................... 71 Safety on the Ramp, Including Fire Prevention, Blast

and Suction Areas ................................................ 50 Safety Precautions when the APU is in Operation .... 40 Safety when Refuelling / Defuelling ......................... 40 Sand Storms .............................................................. 68 Securing of Passenger Compartment and Galley(s) . 73 Selection of Aerodromes ............................................ 9 Servicing of Aeroplanes ............................................ 61 Severe Turbulence Airspeed ..................................... 63 Sick Passengers ......................................................... 48 Simulated Abnormal Situations in Flight .................. 90 Single Point Refuelling / De-Fueling for Aircraft

Equipped with and APU ....................................... 40 Smoking On Board .................................................... 77

Smoking On-Board .................................................... 77 Specific Gravity of Fuel, Oil and Water Methanol and;

.............................................................................. 35 Standard Empty Mass ............................................... 30 Standard Mass Values for Passengers and Baggage . 33 Start-Up, Ramp, Departure and Arrival Procedures

Including Push-Back and Towing Operations ....... 52 Static Load ................................................................. 30 Station ....................................................................... 30 Stowage of Baggage and Cargo ........................... 45, 49 Suspected Fuel Contamination ................................. 43

T

Take-Off and Landing Near Thunderstorms .............. 62 Take-Off Conditions .................................................. 11 Take-Off RVR Visibility / Aerodrome Operating

Minima ................................................................. 16 Taxiing of Aircrafts .................................................... 51 Temperature Inversions ............................................ 68 Test Flights ................................................................ 90 The Permissible Size and Weight of Hand Baggage .. 49 The Use of Safety Belts for Crew and Passengers ..... 71 Thunderstorms .......................................................... 62 Towing 10 or More Passenger Seat Aeroplanes ....... 60 Towing Less than 10 Passenger Seat Aeroplanes...... 60 Training Flight............................................................ 90 Transportation of Inadmissible Passengers, Deportees

or Persons in Custody ........................................... 77 Turbulence ................................................................ 63

U

Use of Headset / Aeroplane ...................................... 70 Use of Safety Belts for Passengers ............................ 71 Use of the CDL ........................................................... 89 Use of Vacant Crew Seats ......................................... 72 Useful Load................................................................ 30

V

Volcanic Ash .............................................................. 67

W

Wake Turbulence ...................................................... 69 Windshear ................................................................. 64 Windshear Recovery ................................................. 65 Wing Chord ............................................................... 30