Part A - Revision 6.080714

REVISION INSTRUCTIONS GB (OM A)
DATE: DISTRIBUTION: REVISION

14-July-2008 As per OMA distribution list NO: 6
REMOVE AND DESTROY INSERT
Chapter 0, all pages Chapter 0, rev 6, all pages
Appendices, all pages Appendices, rev 6, all pages
Reason for revision: Implementation of EU OPS
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GB (OM A) REVISION INSTRUCTIONS
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ADMINISTRATION AND CONTROL GB (OM A)
OF THE OPERATIONS MANUAL
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TABLE OF CONTENTS
Paragraph Page
0. ADMINISTRATION AND CONTROL

OF THE OPERATIONS MANUAL ................................ ................................ ............. 3
0.1 INTRODUCTION ................................................................ ................................ ..... 3
0.1.1 GENERAL................................ ................................ .................................... 3
0.1.2 POLICIES ................................ ................................ .................................... 3
0.1.2.1 VALIDITY................................................................ ...................... 3
0.1.2.2 USE OF KNOWLEDGE................................................................ .. 3
0.1.3 OPERATIONS MANUAL................................ ................................ ............... 4
0.1.3.1 OPERATIONS MANUAL STRUCTURE ................................ .......... 4
0.1.4 EXPLANATIONS AND DEFINITIONS OF TERMS AND WORDS .................... 6
0.1.4.1 GENERAL................................ ................................ ..................... 6
0.1.4.2 APPLICABILITY OF TERMS ................................ .......................... 6
0.1.4.3 TYPE OF OPERATION................................................................ .. 7
0.1.4.4 COMPANY REQUIREMENTS FOR THE OPERATION OF PUBLIC
TRANSPORT FLIGHTS ................................ ................................ .7
0.1.4.5 REQUIRED SPECIFIC APPROVALS BY THE AUTHORITY ............ 8
0.1.4.6 LIST OF ABBREVIATIONS ................................ ............................ 9
0.1.4.7 LIST OF DEFINITIONS ................................................................ 19
0.1.5 UNITS CONVERSION TABLE................................................................ ..... 26
0.1.6 INTERNATIONAL STANDARD ATMOSPHERE (ISA)................................ ... 27
0.2 SYSTEM OF AMENDMENT AND REVISION ................................ .......................... 28
0.2.1 RESPONSIBILITY ................................ ...................................................... 28
0.2.2 PUBLICATION ................................ ........................................................... 28
0.2.2.1 GENERAL................................ ................................ ................... 28
0.2.2.2 PERSONNEL RESPONSIBILITY................................ .................. 28
0.2.2.3 COPYRIGHT................................................................ ............... 28
0.2.3 AMENDMENTS AND REVISIONS................................ ............................... 29
0.2.3.1 AMENDMENTS................................ ................................ ........... 29
0.2.3.2 GENERAL................................ ................................ ................... 29
0.2.3.3 INITIATION ................................ ................................................. 29
0.2.3.4 EVALUATION ................................ ................................ ............. 30
0.2.3.5 PROCESSING ................................ ............................................ 30
0.2.3.6 APPROVAL - AUTHORIZATION ................................ .................. 31
0.2.3.7 IMPLEMENTATION- DISTRIBUTION ................................ .......... 31
0.2.3.8 REVISIONS ................................ ................................ ................ 32
0.2.3.9 LIST OF EFFECTIVE PAGES ...................................................... 32
0.3 PREAMBLE................................ ................................ ................................ ........... 33
0.4 ADMINISTRATION AND CONTROL ................................ ....................................... 34
0.4.1 RECORD OF NORMAL REVISIONS ........................................................... 34
0.4.2 DISTRIBUTION LIST................................ ................................ .................. 35
0.4.3 LIST OF EFFECTIVE PAGES ................................................................ ..... 40
2008 Eurocypria Airlines Ltd. Revision: 6 / 14-Jul-2008

GB (OM A) ADMINISTRATION AND CONTROL
0- 2
Revision: 6 / 14-Jul-2008 2008 Eurocypria Airlines Ltd.

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0. ADMINISTRATION AND CONTROL

0.1 INTRODUCTION
0.1.1 GENERAL
The Eurocypria Airlines Operations Manual is issued in accordance with the Joint Aviation
Requirements (JARs). It complies with the Cyprus Civil Aviation Act of 2002 and in particular
the EU-OPS and associated regulations, as well as the appropriate Cyprus DCA rules and
national regulations and with the terms and conditions of Eurocypria Airlines Air Operator’s
Certificate (AOC).
At the time of Revision 6 of this manual EU-OPS 20080331 amendment has been taken
into consideration and relevant changes have been effected within the company’s
Operations Manual.
The Operations Manual is issued on the authority of the Flight Operations Manager.
0.1.2 POLICIES
0.1.2.1 VALIDITY
The policies, regulations and procedures laid down in this manual are for the use and guidance
of all aircrews and all other Company employees under the jurisdiction of Eurocypria Airlines
Operations, who must ensure that all public transport flights are planned and executed in
accordance with these policies, regulations and procedures.
All employees are made aware that they shall comply with the laws, regulations and procedures
of those Countries in which operations are conducted and which are pertinent to the
performance of their duties.
0.1.2.2 USE OF KNOWLEDGE

The contents of the manuals / handbooks, by their nature in describing policy and procedures,
are confidential and shall be treated accordingly.
The English language will be used for all contents, amendments and revisions of all parts of the
Operations Manual.
Suggestions and contributions toward the improvement of the manual are welcomed. Any
discrepancies found should be reported immediately to the respective Postholder.
Each holder of a manual or handbook must be well familiar with its contents and must take a
continual effort to remain up-to-date. Where the holder is in doubt whether he understands part
or all of an instruction fully, he must ask his superior at once for clarification.

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0.1.3 OPERATIONS MANUAL
0.1.3.1 OPERATIONS MANUAL STRUCTURE

The provision for the use and guidance of the operations personnel the Operations Manual
comprise several volumes. They contain the rules and regulations of the above-mentioned
JARs as well as other information affecting the operation of aeroplane under the jurisdiction of
Eurocypria Airlines Operations.
The procedures and instructions contained in the Operations Manual are based on the latest
technical data and operational experience. They have been established to plan and execute
commercial air transport flights in accordance with Eurocypria Airlines policies.
The Operations Manual contains of the following parts:
Part A defines all non type-related operational
GENERAL / BASIC (GB) policies, procedures, instructions and guidance
OM (Part A) necessary for company flight operations personnel
to perform their duties for a safe operation.
Part B comprises all type-related instructions and

procedures needed for a safe operation. It takes
account of any differences between types, variants
or individual aeroplanes used by the Company.
1. Flight Crew Operating Manual (FCOM) Vol. 1 &
AEROPLANE
OM (Part B) 2, and Quick Reference Handbook (QRH)
OPERATING MATTERS 2. Airplane Flight Manual (AFM) including the
Configuration Deviation List (CDL).
3. Minimum Equipment List (MEL).
4. Weight and Balance Manual (WBM).
5. Flight Planning & Performance Manual,
6. Flygprestanda Route Performance Manual
Part C comprises all instructions and information

needed for the area of operation. Material produced
by Eurocypria for this Part C, are supplemented or
substituted by applicable Route Guide material
ROUTE AND produced by specialised professional companies:
AERODROME 1. Route Manual (RM) (Aerodrome briefings)
OM (Part C)
INSTRUCTIONS AND 2. Jeppesen Airway Manual (Aerodrome & En-
INFORMATION route charts)
3. AERAD Europe, Middle East and Africa
Supplement and Flight Information
4. NOTAMS
5. FSI’s (See par. 2.2.2 of this manual)
Part D comprises training syllabuses and all other

TRAINING MANUAL matters related to training of flight crew, cabin crew
OM (Part D) and Operations Control Crews. It is intended for the
(TM)
use of Training Personnel.
CABIN SAFETY CSPM comprises General/Basic and type-related

CSPM PROCEDURES information, procedures and requirements needed
MANUAL for a safe operation.

0-5
The composition of the Company´s Operating Manual is depicted

below in graphical form
EUROCYPRIA OPERATIONS MANUAL STRUCTURE
PART A PART B PART C PART D CSPM
GENERAL BASIC / INSTRUCTIONS

FCOM VOL I FSI TRAINING MANUAL
PART A POLICIES &
FOR PILOTS, CABIN
PROCEDURES FOR
CREW & GROUND
FCOM VOL II RM CABIN CREW
OPERATIONS
PERSONNEL
JEPESSEN
QRH
AIRWAYS MANUAL
AFM/CDL AERADS
MEL NOTAMS
WBM
FLIGHT PLANNING
& PERF MANUAL
FLYGPRESTANDA
Pertinent regulations laid down by Governmental and Aviation Authorities of countries through
which Eurocypria Airlines operates are also incorporated in these manuals. It is endeavoured to
present flight operations policy and procedures in a manner suitable specifically for crew
members.
All flight crewmembers will have their personal copy of the Operations Manual GB (Part A) . All
other operations personnel will have easy access to the parts relevant to their respective duties.
The Cyprus DCA has been provided with a copy of the Operations Manual and receives all the
amendments and revisions.
All operating staff is required to adhere to instructions laid down in this manual and any
deviations should be reported, the reasons for such deviation being given.
Nothing contained in the Operations Manual shall keep personnel from exercising their own
best judgement during any irregularity for which the Operations Manual gives no provisions or
in emergencies.
Should any individual consider that all or any part of a procedure or instruction requires to be
amended, he should notify the Flight Operations Manager.

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0.1.4 EXPLANATIONS AND DEFINITIONS OF TERMS AND WORDS
0.1.4.1 GENERAL
For brevity the pronoun “he” is used throughout the Operations Manual A, B, C, D and CSPM
and means any person who is addressed irrespective of gender. Where appropriate, "she"
should be added to or substituted for "he".
When used in the Operations Manual, the following terms shall have the following meaning:
 “Shall”, “Must”, “Will”, “has to”, “is to” or an action verb used in present indicative
form such as “ does”, “ performs”, etc. means that the application of a rule or
procedure or provision is mandatory.
 “Should” means that the application of a procedure or provision is recommended.
 “May”, “Might” are used in a permissive sense to state that the application of a
procedure or provision is optional.
 “Must not”, “May not” , “No person may”, “A person may not”, “No crew member
may” , etc. mean that no person is required or authorised or permitted to do the act
concerned.
 “Includes” means “ Includes but is not limited to...”.
 “Approved” means the Authority has reviewed the method, procedure or policy in
question and issued a formal written approval.
 “Acceptable” means the Authority or the airline has reviewed the method, procedure
or policy and has neither objected to nor approved its proposed use or implementation.
 “Prescribed” means the Authority or the Airline has issued a written policy or
methodology which imposes either a mandatory requirement, if it states “shall”, “will”,
“must” or an action verb in the imperative sense, a recommended requirement if it
states “should” or a discretionary requirement if it states “ may”.
 “Note” is used when an operating procedure, technique, etc, is considered essential to
be emphasised. Information contained in notes may also be safety related.
 “Caution” is used when an operating procedure, technique, etc, may result in damage
to equipment if not carefully followed.
 “Warning” is used when an operating procedure, technique, etc, may result in
personnel injury or loss of life if not carefully followed.
0.1.4.2 APPLICABILITY OF TERMS

Where necessary, specific terms are defined at the beginning of the chapters / sections to
which they are appropriate.
The following terms are used in respect to responsibilities, seating positions and work
distribution:
 Pilot Flying (PF): Means the pilot who, for the time being, is in charge of the controls of
an aeroplane, irrespective of function. He monitors the flight progress.
 Pilot Monitoring (PM): Means the pilot who is assisting the pilot flying in accordance
with the multi-crew co-operation concept. He cross-checks and monitors the flight
progress.
 CM 1: (Crew Member 1 - Commander).
 CM 2: (Crew Member 2 - Co-Pilot).

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0.1.4.3 TYPE OF OPERATION

Public Transport Operation is when an aeroplane operation is involved in the transport of
passengers or cargo for remuneration or hire.
All Company flights shall be deemed Public Transport Operation, with the following exceptions:
 Test Flights.
 Ferry Flights.
 Empty Positioning Flights.
 Training Flights.
All Flights except test and ferry flights should comply with normal Company procedures.
0.1.4.4 COMPANY REQUIREMENTS FOR THE OPERATION OF PUBLIC TRANSPORT

FLIGHTS
Before commencing a Public Transport Flight, the Company must ensure that:
 One of the Flight Crew members is designated as the Commander.
 The aircrew are fully licensed and proficient in the role they are required to perform.
 The aircrew comply with the Flight Time Limitations as laid down in the “Flight Time
Limitations” chapter of this Manual.
 Aerodrome Operating Minima can be complied with as required by the relevant sections
of this Manual and the OM (Part C) manuals.
 The departure, destination and alternate aerodromes are fully licensed.
 The flight crew can fully comply with all navigational requirements of the flight and let-
down procedures.
 No emergency procedures or manoeuvres will be practised that can adversely affect
the flight characteristics of the aeroplane or can endanger the aircraft and its occupants.
Examples of these are:
- Engine failure
- Emergency descent
- Pilot incapacitation
- Steep turns
- Stalls
- Rejected T/Os
- S/E approaches
- Deliberate reduction of the A/C systems/instruments
The above list is indicative and by no means exhaustive.

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0.1.4.5 REQUIRED SPECIFIC APPROVALS BY THE AUTHORITY

The following list indicates those elements of the Operations Manual, which require specific
approval by the Cyprus DCA:
ECA OPERATIONS EU-OPS 1

SUBJECT
MANUAL SECTION REFERENCE
OM A 2.4 Operational Control 1.195
Procedures for flight crew to operate on more than

OM A 4.4 1.980
1 type or variant
OM A 8.1.1 Method of determination of minimum flight attitudes 1.250(b)
Mass & Balance Documentation:

1.620(g)
(i) Standard mass values other than those specified in
Subpart J 1.625(c)
OM A 8.1.8
App.1, 1.625,
(ii) Alternative documentation and related procedures
(a)(1)(ii)
(iii) Omission of data from documentation
App.1, 1.605, (b)
(iv) Special standard masses for the traffic load
OM A 8.1.11 Technical Log 1.915(b), 1.1071
1.440(a)(3), (b) &

OM A 8.4 Cat II/III Operations App.1 to EU-OPS
1.455, Note
OM A 8.6 Use of MEL 1.030(a)

OM A 9 Dangerous Goods 1.1155
OM A 8.3.2 MNPS 1.243
OM A 8.3.2 RNAV (RNP) 1.243
OM A 8.3.2 RVSM 1.241
OM B Maximum approved passenger seating configuration 1.480(a)(6)
Alternate method for verifying approach mass
OM B 1.510(b)
(DH < 200ft) - Performance Class A
App. 1 to EU -OPS
OM B Use of on-board mass and balance systems 1.625, § (c)
OM B MEL 1.030(a)
OM D (i) Cat II/III Training syllabus flight crew 1.450(a)(2)
(ii) Recurrent training programme flight crew 1.965(a)(2)
(iii) Advanced qualification programme 1.978(a)
(i) Initial safety training cabin crew and issue of
1.1005
OM D attestation training
1.1015(b)
(ii) Recurrent training programme cabin crew
OM D Dangerous Goods 1.1220(a)

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0.1.4.6 LIST OF ABBREVIATIONS
A AMC Acceptable Means of Compliance

(JAR)
AAL Above Aerodrome Level
AME Approved Medical Examiner
ABM Abeam
AMJ Advisory Material Joint
AC Advisory Circular, Alternating Current
AMM Aeroplane Maintenance Manual
A/C Aircraft
AMSL Above Mean Sea Level
ACARS ARINC (Aeroplane) Communication
Addressing and Reporting System ANO Air Navigation Order
ACAS Airborne Collision Avoidance System ANP Actual Navigation Performance
ACJ Advisory Circular Joint (JAR) ANT Ant enna
ACMS Aircraft Condition Monitoring System AOA Angle Of Attack
ACN Aircraft Classification Number AOC Air Operator Certificate
ACP Audio Control Panel AOC Airline Operations Communications
ACT Active AOG Aeroplane on Ground
AD Airworthiness Directive AOM Aeroplane Operations Manual
ADC Air Data Computer AOT All Operators Telex
ADD Acceptable Deferred Defect A/P Auto-Pilot
ADI Attitude Director Indicator APA Accident Prevention Adviser
ADM Air Data Module APP Approach
ADMIN Administrator APQ Airline Pre-qualific ation
ADIRS Air Data Inertial Reference System APU Auxiliary Power Unit
ADIRU Air Data Inertial Reference Unit AQC Airline Qualification Course
ADF Automatic Direction Finder ARINC Aeronautical Radio, Incorporated
ADS Automatic Dependent Surveillance ARPT Airport
ADV Advisory ARR Arrival
AEA Association of European Airlines ASAP As Soon As Possible
AED Automatic External Defibrillator ASD Accelerate-Stop Distance
AFM Aeroplane Flight Manual ASDA Accelerate-Stop Distance Available
AFCS Automatic Flight Control System ASI Air Speed Indicator
AFDS Autopilot Flight Director System ASR Aerodrome Surveillance Radar
AFS Automatic Flight System ASR Air Safety Report
AFTN Aeronautical Fixed ASU Air Starter Unit
Telecommunication Network A/T Autothrottle
AGL Above Ground Level AT A Actual Time of Arrival
AH Alert Height AT A Aeronautical Transport Association
AIC Aeronautical Information Circular ATC Air Traffic Control
AIL Aileron ATD Actual Time of Departure
AIP Aeronautical Information Publication ATFM Air Traffic Flow Management
AIRS Aircrew Incident reporting System ATHR Autothrust
AIS Aeronautical Information Service ATIS Automatic Terminal Information
ALS Approach Light System Service
ALT Altitude ATM Air Traffic Management
ALTN Alternate ATN Aeronautical Telecommunication
Network
ATPL Airline Transport Pilot License

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ATPL(A) Airline Transport Pilot License CCOM Cabin Crew Operating Manual
(Aeroplane) CCQ Cross Crew Qualification
ATS Air Traffic Services CCM Cabin Crew Manager,
ATS Auto Thrust System Cabin Crew Member
ATSU Air Traffic Services Unit CDL Configuration Deviation List
ATT Attitude CDS Common Display System
AUTO Automatic CDU Control Display Unit
AUX Auxiliary CFDS Centralised Fault Display System
AVAIL Available CEO Chief Executive Officer
AVGAS Aviation Gasoline CEPAC Central East Pacific
AWO All Weather Operations CENPAC Central Pacific
AWY Airway CFIT Controlled Flight Into Terrain
CFMU Central Flow Management Unit
B CFP Computerised Flight Plan
BARO Barometric CHKL Checklist
BAT Battery CIDS Cabin Intercommunication Data
System
B/CRS Back Course
CG Centre of Gravity
BCS Back Course
CL Centreline Lights / Checklist
BP Business Process
C/L Check List
BFE Buyer Furnished Equipment
CLB Climb
BITE Built-in Test Equipment
CM Crewmember
BRG Bearing
CM 1 Commander
BRK Brake
CM 2 Co-pilot
BRNAV Basic Area Navigation
CM1/2 Crew Member 1 (LHS) / 2 (RHS)
BRT Bright
CMD Command
CMD Commander
C CML Certified Centre of Gravity
C Celsius, Centigrade, Captain CMP Customized Maintenance Programme
CAA Civil Aviation Authority CMP Configuration, Maintenance &
CAME Continuous Airworthiness Procedures
Management Exposition CN Consigne de Navigabilité
CANC Cancel CNS Communication, Navigation,
CANC/RCLCancel/Recall Surveillance
CAOM Cabin Attendant Operating Manual COMM Communication
CAPT Captain CON Continuous
CAS Calibrated Airspeed CONFIG Configuration
CAT Clear Air Turbulence CP Critical Point (ETOPS)
CAT Category CPL(A) Commercial Pilot License (Aeroplane)
CAT I Landing Category I (II or III) CPDLC Controller Pilot Data Link
CAVOC Ceiling and Visibility OK Communications
CB Cumulonimbus CRM Crew Resource Management
C/B Circuit Breaker CRS Course
CBT Computer Based Training CRT Cathode Ray Tube
C/C Cabin Crewmember CRZ Cruise
CSPM Cabin Safety Procedures Manual

0 - 11
CSS Cockpit System Simulator ECA Eurocypria Airlines Ltd.

CTA Control Area ECAC European Civil Aviation Conference
CTL Control ECAM Electronic Centralised Aircraft
CTR Centre Monitoring
CVR Cockpit Voice Recorder ECON Economic
CWRCL Cold Weather Reference Checklist E/D End of Descent
EDP Electronic Data Processing
E/E Electrical and Electronic
D
EEC Electronic Engine Control
D Directive
EEP ETOPS Entry Point
DA Decision altitude
EFIS Electronic Flight Instrument System
daN Deca Newton
EFOB Estimated Fuel On Board
DC Direct Current
EGPWS Enhanced Ground Proximity Warning
DCA Department of Civil Aviation System
(DCA Cyprus) EGT Exhaust Gas Temperature
DCDU Data Communication Display Unit EIS Electronic Instrument System
DDG Dispatch Deviation Guide ELEC Electrical
DDRMI Digital Distance & Radio Magnetic
ELEV Elevator, Elevation
Indicator
ELT Entry Level Training
DEG Degree
ELT Emergency Locator Transmitter
DEP Departure
EMER Emergency
DEPT Department
ENG Engine
DES Descent
ENGG Engineering
DEST Destination
EO Engine Out
DEU Display Electronic Unit
EOSID Engine Out SID
DFDR Digital Flight Data Recorder
EPR Engine Pressure Ratio
DFO Director Flight Operations
EST Estimated
DGPS Differential GPS
ETA Estimated Time of Arrival
DH Decision Height
ETD Estimated Time of Departure
DIR TO Direct (route) To (a waypoint)
ETOPS Extended Range Operations with
DISC Disconnect Twin Engine Aeroplanes
DIST Distance ETP Equal Time Point
DM Document Matrix EUROCAEEuropean Organisation for Civil
DME Distance Measuring Equipment Aviation Equipment
D/O Duty Officer EVAC Evacuation
DOC Document EXEC Execute
DOI Dry Operating Index EXP Exit Point (ETOPS)
DOM Dry Operating Mass EXT External, Extend
DOW Dry Operating Weight
DSP Display Select Panel F
DSPL Display F Fahrenheit
DU Display Unit F Form
FAA Federal Aviation Administration
E FAC Final Approach Course
EAI Engine Anti-ice FADEC Full Authority Digital Engine Control
2008 Eurocypria Airlines Ltd. Revision: 6/ 14-Jul-2008

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FAF Final Approach Fix FWD Forward

FAM Flight Attendant Manual G
FANS Future Air Navigation System g, G, Gram
FAP Final Approach Point GA Go-Around
FAR Federal Aviation Regulations GB Operations Manual Part A,
FBS Fixed Base Simulator General /Basic
F/C Flight Crew G/E Ground Engineer
FCL Flight Crew Licensing GEN Generator
FCOM Flight Crew Operating Manual GLONASSGlobal Orbiting Navigation Satellite
FCTM Flight Crew Training Manual System
GLS GPS Landing System
FCU Flight Control Unit
FD, F/D Flight Director GM General Manager
FDVR Flight Deck Voice Recorder GMT Greenwich Mean Time
FF Fuel Flow GMU GPS (height) Monitoring Unit
FFS Full Flight Simulator GNLU Global Navigation and Landing Unit
GNSS Global Navigation Satellite System
FIR Flight Information Region
GPS Global Positioning System
FL Flight Level
GPU Ground Power Unit
FLT Flight
GPWS Ground Proximity Warning System
FLT DIR Flight Director
GRT Ground Refresher Training
FM Flight Manual
GS Ground Speed
FMA Flight Mode Annunciator
G/S Glide Slope
FMC Flight Management Computer
FMGS Flight Management and Guidance GW Gross Weight
System
FMGES Flight Management, Guidance and H
(flight) Envelope (protection) System
H Hour
FMS Flight Management System
HDG Heading
FO, F/O First Officer
HDG REF Heading Reference
FOB Fuel On Board
HDG SEL Heading Select
FOD Foreign Object Damage
HF High Frequency (3 to 30 MHz)
FOM Flight Operations Manual
HF Human Factors
FOQA Flight Operations Quality Assurance
Hg Mercury
FOT Flight Operations Telex
HI High (altitude or intensity)
FPA Flight Path Angle
HIALS High Intensity Approach Light System
FPL ATC Flight Plan
HIL Holding Items List
F-PLN Flight Plan
HIRL High Intensity Runway Lights
FPM Feet Per Minute
HMU Height Monitoring Unit
FPV Flight Path Vector
HP High Pressure
FQI Fuel Quantity Indication
hPa HectoPascal
FREQ Frequency
HSI Horizontal Situation Indicator
FSI Flying Staff Instructions
HUD Head-Up Display
FSO Flight Safety Officer
HYD Hydraulic
ft, Ft, FT Foot (Feet)
Hz Hertz (cycles per second)
FTL Flight Time Limitations
FU Fuel Used

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I K
IAF Intermediate Approach Fix kg, KG Kilogram
IAN Integrated Approach Navigation kgs, KGS Kilograms
IAP Instrument Approach Procedure kHz Kilohertz
IAS Indicated Air Speed KIAS Knots Indicated Airspeed
IAT A International Air Transport km, KM Kilometre
Association kt, K, KT Knot (s)
ICAO International Civil Aviation
Organisation
ID Identity (Number) L
IDENT Identification l, L Litre, Left
IDG Integrated Drive Generator LAT Latitude
IEM Interpretation/Explanation Material lb, LB Pound (weight)
(JAR) lbs, LBS Pounds (weight)
IFE In-flight Entertainment System LCD Liquid Crystal Display
IFR Instrument Flight Rules LCN Load Classification Number
IFSD In-Flight Shut Down LDA Landing Distance Available
IFTB In-Flight Turn Back LDG Landing
IGN Ignition LEP List of Effective Pages
IL Information Leaflet L/G Landing Gear
ILS Instrument Landing System LH Left Hand
IMC Instrumental Meteorological LIM Limit, Limitation
Conditions LLZ Localizer
in, IN Inch(es)
LNAV Lateral Navigation
INBD Inboard
LO Low
INFO Information
LOAS Line Operations Assessment System
INIT Initialisation
LOC Localizer
INOP Inoperative
LOFT Line Oriented Flight Training
INS Inertial Navigation System
LOMS Line Operations Monitoring System
INT Interphone
LONG Longitude
INTC Intercept Course LOVT Low Visibility Takeoff
INTPH Interphone LP Low Pressure
IOE Initial Operating Experience LPC Less Paper Cockpit (Airbus concept)
IRS Inertial Reference System LRNS Long Range Navigation System
ISA International Standard Atmosphere LROPS Long Range Operations
ISFD Intergraded Standby Flight Display LRU Line Replaceable Unit
ISO International Standard Organisation LSK Line Select Key
IT Information Technology LVL Level
LVO Low Visibility Operations
J LVP Low Visibility Procedures
JAA Joint Aviation Authorities LVTO Low Visibility Take-Off
JAR Joint Aviation Regulations LW Landing Weight
JAR-FCL JAR Flight Crew Licensing LWR Lower
EU-OPS1 Joint Aviation Requirements for
Commercial Air Transportation
(Aeroplane)

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M MOCA Minimum Obstruction Clearance

Altitude
M Mach
MOD Modify
m, M metre
MOE Maintenance Organisation Exposition
MABH Minimum Approach Break off Height
MOR Mandatory Occurrence Reporting
MAC Mean Aerodynamic Chord
MORA Minimum Off-Route Altitude
MAG Magnetic
MPA Multi-Pilot Aeroplane
MAINT Maintenance
MRVA Minimum Radar Vectoring Altitude
MAN Manual
MS Management System
MAP Missed Approach Point
MSA Minimum Safe (or Sector) Altitude
MASPS Minimum Aviation Systems
Performance Standards MSG Message
MAX Maximum MSL Mean Sea Level
mb, MB Millibar MSN Manufacturer's Serial Number
MBOH Minimum Break Off Height MTBF Mean Time Between Failure
MCC Multiple Crew Co-operation MTOM Maximum (Structural) Take-Off Mass
MCC Maintenance Control Centre MTOW Maximum Take-Off Weight
MCDU Multipurpose Control and Display Unit MTRS Metres
MCP Mode Selector Panel MUH Minimum Use Height
MCT Maximum Continuous Thrust MWE Manufacturer's Weight Empty
MDA Minimum Decision Altitude MZFM Maximum Zero Fuel Mass
MDA/H Minimum Descent Altitude / Height MZFW Maximum Zero Fuel Weight
MEA Minimum Enroute IFR Altitude
MEL Minimum Equipment List N
MET Meteorological N/A Not Applicable
METAR Meteorological Aerodrome Report NAI Nacelle Anti Ice
MFD Multifunction Display NAT North Atlantic
MFF Mixed Fleet Flying NAV Navigation
MHz MegaHertz NAVAID (Radio) Navigation Aid
MIC Microphone NCD Non Computed Data
MID Middle Runway Portion ND Navigation Display
MIALS Medium Intensity Approach Light NDB Non Directional Beacon
System NFP Net Flight Plan
MIN Minimum, Minute NIL No Item Listed (Nothing)
MIRL Medium Intensity Runway Light NM Nautical Miles
MKR Marker NPO Navigation and Performance Officer
MLM Maximum (Structural) Landing Mass NORM Normal
MLS Microwave Landing System NOPAC North Pacific
MLW Maximum Landing weight NOTAM Notice To Airmen
mm, MM Millimetre NOTOC Notice To Crew
MME Maintenance Management Exposition NPA Non Precision Approach
MMEL Master Minimum Equipment List NTO No Technical Objection
MMO Maximum Mach Operating Speed N1 Engine Low Pressure Rotor Speed
MMR Multi Mode Receiver N2 Engine High Pressure Rotor Speed
MNPS Min. Navigation Performance
Specification

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O PIREP Pilot Report

OAT Outside Air Temperature PIC Pilot In Command
OBRM On Board Replaceable Module PIL Pilot
OCA/H Obstacle Clearance Altitude / Height PLD Payload
OCC Operational Control Centre PM Pilot Monitoring
OCL Obstacle Clearance Height P/N Part Number
OCM Operations Control Manager PNL Panel
OEB Operations Engineering Bulletin PNR Point of No Return
OFST Offset PNF Pilot Not Flying
OFP Operational Flight Plan POS Position
OEW Operating Empty Weight PREV Previous
OIT Operator Information Telex PRI Primary
OM Outer Marker, Operations Manual, PRM Person with Reduced Mobility
Operations Manager PROC Procedure
OM A Operations Manual A (General/Basic) PROF Profile
OM B Operations Manual B (AFM/AOM) PROX Proximity
OM C Operations Manual C PPR Prior Permission Required
(Jeppesen Route Manual) PSI Pounds Per Square Inch
OM D Operations Manual D
PT Point
(Training Manual)
PTH Path
ONC Operational Navigation Chart
PTS Polar Track System
OPS Operations
PTT Pusg To Talk
OPT Optimum
PVI Paravisual Indicator
OTS Oceanic Track System
PWR Power
OUTBD Outboard
PWS Predictive Windshear System
OVHD Overhead
OVHT Overheat
OVRD Override Q
OXY Oxygen Q Quality
QA Quality Assurance
QAR Quick Access Recorder
P
QDM Magnetic bearing to facility
PA Passenger Address
QDR Magnetic bearing from facility
PAC Pacific
QFE Field elevation atmosphere pressure
PACOTS Pacific Oceanic Track System
QFU Magnetic orientation of runway
PANS Procedures for Air Navigation
Services QGH Procedure or facility to be used
PAPI Precision Approach Path Indicator QM Quality Manager
PAR Precision Approach Radar QMS Quality Management System
PASS Passenger QNE Sea level standard atmosphere (1013
hPa or 29.92" Hg)
PAX Passenger
QNH Sea level atmosphere pressure
PB Pushbutton
QRH Quick Reference Handbook
PCN Pavement Classification Number
QS Quality System
PERF Performance
PF Pilot Flying
PFD Primary Flight Display

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R SB Service Bulletin
R Right S/C Step Climb
RA Radio Altitude / Radio Altimeter SCCM Senior Cabin Crew Member
RA Resolution Advisory SEL Selector, Select
RAC Air Traffic Routes and Services SELCAL Selective Calling
RAIM Receiver Autonomous Integrity SFE Seller Furnished Equipment
Monitoring SFO Senior First Officer
RAS Repair Approval Sheet SI International System of units
RAT Ram Air Turbine SID Standard Instrument Departure
RCL Recall SIGMET Significant Meteorological report
RDMI Radio Distance Magnetic Indicator SIL Service Information Letter
REC Recorder SITA Société Internationale de
REF Reference Télécommunications Aéronautiques
RET Retract SMS Safety Management System
REV Reverse SNOWTAM Snow Notice to Airman
RF Refill SOP Standard Operating Procedures
RH Right Hand SOPAC South Pacific
R/I Radio Inertial SP Sub process
RMI Radio Magnetic Indicator SPECI Aviation selected special weather
report
RNAV Area Navigation
SPD Speed
RNP Required Navigation Performance
SRA Surveillance Radar Approach
RO Rostering Officer
SRE Surveillance Radar Element of
RPL Repetitive flight plan
precision approach radar system
RPM Revolutions Per Minute SSR Secondary Surveillance Radar
RQRD Required STA Station
RSV Reserves STAB Stabilizer
RTA Required Time of Arrival STAR Standard Terminal Arrival Route
RTCA Requirements and Technical STAT Status
Concepts for Aviation
STBY Standby
RTO Rejected Take-Off
STD Standard
RTOW Regulatory Take-Off Weight
STS Status
RTP Radio Tuning Panel
SYS System
RUD Rudder
SWS Switches
RVR Runway Visual Range
RVSM Reduced Vertical Separation Minima
RWY Runway T
T True
t, T Ton, Tonne, Temperature
S
TA Traffic Advisory
SAE Society of Automotive Engineers
TA Traffic Advisory
SAR Search and Rescue
TACAN Tactical Air Navigation
SARPS Standards and Recommended
Practices TAF Terminal Aerodrome Forecast
SAT Static Air Temperature TAS True Air Speed
SATCOM Satellite Communication TAT Total Air Temperature
SATVOICESatellite Voice Communication

0 - 17
TAWS Terrain Awareness and Warning TVMC Minimum Control Speed Temperature
System TWR Tower
TBC To Be Confirmed TWY Taxiway
TBD To Be Determined/Defined
T/C Top of Climb
U
TCAS Traffic alert and Collision Avoidance
UHF Ultra High Frequency (300 - 3000
System
MHz)
TDZ Touch Down Zone
UIR Upper Information Region
TDZE Touch Down Zone Elevation
ULD Unit Load Device
T/D Top of Descent
UM Unaccompanied Minor
TEMP Temperature
UN United Nations
TEMPO Temporary
UPR Upper
TERPS (US) Standards for Terminal
Instrument Procedures US United States
TERR Terrain U/S Unserviceable
TFC Traffic USB Upper Side Band
TFR Transfer UTC Universal Time Co-ordinated
TFU Technical Follow-Up
TH Transition Height V
THR Thrust, Throttle V Volt
THR HOLDThrottle Hold VA Design Manoeuvring Speed
THS Trimmable Horizontal Stabiliser V1 Critical Engine Failure S peed,
TK Tank, Track Take-off Decision Speed
V2 Take-off Safety Speed, Scheduled
TL Traffic Light
Take-off Target Speed
TL Transition Layer
VANP Vertical Actual Navigation
TLA Thrust Lever Angle Performance
TM Technical Manager, Training Manual VAPP Final Approach Speed
TMA Terminal Manoeuvring Area VASI Visual Approach Slope Indicator
TMA Terminal Control Area VDF Very High Frequency Direction
TO, T/O Take-Off Finding
TOC Top Of Climb VDR Very High Frequency Data Radio
TOD Top of Descent VERT Vertical
TODA Take-Off Distance Available VFE Maximum Velocity Flaps/slats
Extended
TOGA Take-Off/Go-Around
VFR Visual Flight Rules
TOGW Take-Off Gross Weight
VFTO Velocity Final T/O
TOM Take-off Mass
VHF Very High Frequency (30 - 300 MHz)
TORA Take-off Run Available
VIS Visibility
TOW Take-Off Weight
VMC Visual Meteorological Conditions
TR Temporary Revision
VMCA Minimum Control Speed in the Air
TRE Type Rating Examiner
VMCG Minimum Control Speed on Ground
TRI Type Rating Instructor
VMIN Minimum Operating S peed
TRK Track
VMO Maximum Operating S peed
TrM Training Manager
VNAV Vertical Navigation
TRTO Type Rating Training Organisation
VOR VHF Omni-Directional Range
TRU True, Transformer Rectifier Unit
VOR/VHF Omni Direction Beacon

0 - 18
VR Rotation Speed
VREF Landing Reference Speed
VRNP Vertical Required Navigation
Performance
VS Stall Speed
V/S Vertical Speed
VSD Vertical Situation Display
VSI Vertical Speed Indicator
W
WAI Wing Anti Ice
WBM Weight and Balance Manual
WGD Windshield Guidance Display
WGS World Geodetic System
WPT Waypoint
WX Weather
WXR Weather Radar
X
XCVR Transceiver
XFR Transfer
XMTR Transmitter
XPNDR Transponder
XTK Cross track error
Z
Z Zulu Time (UTC)
ZFCG Zero Fuel Centre of Gravity
ZFM Zero Fuel Mass
ZFW Zero Fuel Weight

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0.1.4.7 LIST OF DEFINITIONS

Note: Where necessary, specific terms are defined at the beginning of the chapters /
sections to which they are appropriate.
Accountable Manager: The person acceptable to the Authority who has corporate authority for ensuring that
all operations and maintenance activities can be financed and carried out to the
standard required by the Authority and any additional requirements defined by the
operator.
Accelerate-Stop Distance Av ailable: The length of the takeoff run available plus the length of stopway, if
such stopway is declared available by the appropriate Authority and is
capable of bearing the mass the aeroplane under the prevailing
operating conditions
Accepted/Acceptable: means not objected to by the Authority as suitable for the purpose intended.
Aerodrome: A defined area on land or water (including any buildings, installations and equipment) intended
to be used either wholly or in part for the arrival, departure and surface movement of aeroplane.
Aerodrome Elevation: The elevation of the highest point of the landing area.
Aeronautical Information Publication: A publication issued by or with the authority of a State and containing
aeronautical information of a lasting character essential to air
navigation.
Aircraft (Aeroplane) Flight Manual: A manual, associated with the certificate of airworthiness, containing
limitations within which the aeroplane is to be considered airworthy, and
instructions and information necessary to the flight crew members for
the safe operation of the aeroplane.
Aircraft Identification: A group of letters, figures or a combination thereof which is either identical to, or the
coded equivalent of, the aeroplane call sign to be used in air-ground communications,
and which is used to identify the aeroplane in ground-ground air traffic services
communications.
Airline Qualification Course (AQC): Training course designed to prepare ab-initio pilots into advanced
technology aeroplane commercial airline operations.
Air Operator Certificate (AOC): A certificate authorising an operator to carry out specified commercial air
transport operations.
Airprox incident: A situation in which, in the opinion of a pilot or controller, the distance between aeroplane
as well as their relevant positions and speed have been such that the safety of the
aeroplane involved was or may have been compromised.
Air traffic: All aeroplane in flight or operating on the manoeuvring area of an aerodrome.
Air Traffic Control: A service that promotes the safe, orderly, and expeditious flow of air traffic at
aerodromes and during the approach, departure, and en route environments.
Air Traffic Control clearance: Authorisation for an aeroplane to proceed under conditions specified by an air
traffic control unit.
Air Traffic Control instruction: Directives issued by air traffic control for the purpose of requiring a pilot to
take a specific action.
Air Traffic Control service: A service provided for the purpose of:
 Preventing collisions between aeroplanes, and on the manoeuvring area between aeroplane
and obstructions.
 Expediting and maintaining an orderly flow of air traffic.
Air Traffic Service: A generic term meaning variously, flight information service, alerting service, air traffic
advisory service, air traffic control service (area control service, approach control service
or aerodrome control service).
Airway: A control area or portion thereof established in the form of a corridor equipped with radio navigation
aids.

0 - 20
Airworthiness release : A certification signed by a licensed mechanic authorised by the AOC holder
indicating that work was performed in accordance with the AOC holder's
maintenance manual, was inspected by a licensed mechanic, and the aeroplane
was found satisfactory for safe operation.
Alerting service : A service provided to notify appropriate organisations regarding aeroplanes in need of
search and rescue aid, and assist such organisations as required.
Alternate Aerodrome : An aerodrome to which an aeroplane may proceed when it becomes either impossible
or inadvisable to proceed to or to land at the aerodrome of intended landing. Alternate
aerodromes include the following:
 Take-off alternate: An alternate aerodrome at which an aeroplane can land should
this become necessary shortly after take-off and it is not possible to use the
aerodrome of departure.
 En-route alternate (ERA) Aerodrome: An adequate aerodrome along the route,
which may be required at the planning stage.
 Destination alternate:An alternate aerodrom e to which an aeroplane may proceed
should it become impossible or inadvisable to land at the aerodrome of intended
landing.
Note: The aerodrome from which a flight departs may also be an en-route or a
destination alternate aerodrome for that flight.
Altitude: The vertical distance of a level, a point or an object considered as a point, measured from mean sea
level.
Appropriate Authority (see also Authority):
 Regarding flight over the high seas; the relevant Authority of the State of Registry.
 Regarding flight other than over the high seas; the relevant Authority of the State having
sovereignty over the territory being over flown.
Approved: Approved (by the Authority)" means documented (by the Authority) as suitable for the purpose
Intended.
Apron: A defined area, on a land aerodrome, intended to accommodate aeroplanes for purposes of loading or
unloading passengers, mail or cargo, fuelling, parking or maintenance.
Aquaplaning (or hydroplaning): A situation where the tires of the aeroplane are, to a large extent,
separated from the runway surface by a thin fluid film.
ATS route: A specified route designed for channelling the flow of traffic as necessary for the provision of air
traffic services.
Note: The term "ATS route" is used to mean variously, airway, advisory route, controlled or
uncontrolled route, arrival or departure route, etc.
Authority: The competent body responsible for the safety of civil aviation in the state of the applicant or
operator.
Base training (or Aeroplane training): Flight training required by Airworthiness Authorities to obtain the
aeroplane type rating.
Braking Action: A report on the conditions of the aerodrome movement areas, providing pilots the quality or
degree of braking that may be expected. Braking action is reported in terms of, GOOD,
MEDIUM TO GOOD, MEDIUM, MEDIUM TO POOR, POOR, NIL or UNRELIABLE.
Calendar Day: The period of elapsed time, using Co-ordinated Universal Time or local time, that begins at
midnight and ends 24 hours later in the next midnight.
Cabin Attendant: A crew member who performs, in the interest of safety of passengers, duties assigned by
the operator or the commander of the aeroplane, but who shall not act as a flight crew
member.
Certifying Staff: Those personnel who are authorised by the Approved Maintenance Organisation in
accordance with a procedure acceptable to the Authority to certify aeroplanes or
aeroplane components for release to service.
Circling: The visual phase of an instrument approach to bring an aeroplane into position for landing on a
runway which is not suitably located for a straight-in approach.

0 - 21
Civil Aeroplane: Any aeroplane on the civil register of a state, other than those which that state treats as
being in the service of the state, either permanently or temporarily.
Commander: The pilot designated by the operator responsible for the operation and safety of the aeroplane
during flight time. He may delegate the conduct of the flight to another suitable qualified pilot
(see also pilot-in- command).
Commercial Air Transport Operation: An aeroplane operation involving the transport of passengers, cargo
or mail for remuneration or hire.
Contaminated runway: A runway is considered to be contaminated when more than 25% of the runway
surface area (whether in isolated areas or not) within the required length and width
being used is covered by the following:
 Surface water more than 3 mm (0.125 in) deep, or by slush, or loose snow, equivalent to
more than 3 mm (0.125 in) of water; or
 Snow which has been compressed into a solid mass which resists further compression and
will hold together or break into lumps if picked up (compacted snow); or
 Ice, including wet ice.
Contingency fuel: The fuel required to compensate for unforeseen factors which could have an influence on
the fuel consumption to the destination aerodrome such as deviations of an individual aeroplane from the
expected fuel consumption data, deviations from forecast meteorological conditions and deviations from
planned routings and/or cruising levels/altitudes.
Co-pilot: Pilot serving in any piloting capacity other than as pilot in command or commander, but excluding a
pilot who is on board the aeroplane for the sole purpose of receiving flight instruction for a license or
rating.
Course: A program of instruction to obtain an airman license, rating, qualification, authorisation, or currency.
Crewmember: A person assigned by an operator to duty on an aeroplane during flight time.
Crew Resource Management (CRM): A program designed to improve the safety of flight operations by
optimising the safe, efficient, and effective use of human resources,
hardware, and information through improved crew communication
and co -ordination.
Critical phases of flight: Critical phases of flight are the take-off run, and the take-off flight path, the final
approach, the landing, including the landing roll, and any other phases of flight at
the discretion of the commander.
Cruising Level: A level maintained during a significant portion of a flight.
Damp runway: A runway is considered damp when the surface is not dry, but when the moisture on it does not
give it a shiny appearance.
Dangerous Goods: Articles or substances that are capable of posing significant risk to health, safety or
property when transported by air and which are classified according to ICAO Technical
Instructions.
Deadhead Transportation: Time spent in transportation on aeroplane (at the insistence of the AOC holder)
to or from a crewmember’s home station.
Decision Altitude / Height (DA/DH): A specified Altitude or Height (A/H) in the precision approach at which a
missed approach must be initiated if the required visual reference to
continue the approach has not been established.
Note 1: "Decision Altitude (DA)" is referenced to mean sea level (MSL) and
"Decision Height (DH)" is referenced to the threshold elevation.
Note 2: The "Required Visual Reference" means that section of the visual aids or
of the approach area which should have been in view for sufficient time
for the pilot to have made an assessment of the aeroplanes position and
rate of change of position, in relation to the desired flight path.
Dry lease: Is when the aeroplane is operated under the AOC of the lessee.
Dry runway: A dry runway is one which is neither wet nor contaminated, and includes those paved runways
which have been specially prepared with grooves or porous pavement and maintained to retain
“effectively dry” braking action even when moisture is present.

0 - 22
Elevation : The vertical distance of a point or a level, on or affixed to the surface of the earth measured from
mean sea level.
Equivalent position: A position that can be established by means of a DME distance, a suitable located NDB
or VOR, SRE or PAR fix or any other suitable fix between 3 and 5 miles from threshold that
independently establishes the position of the aeroplane.
Exemption: A formal authorisation issued by the Authority providing relief from part or all of the provisions of
a JAR. The authorisation may or may not be conditional.
Extended over-water operation: An operation over water at a horizontal distance of more than 50 NM from
the nearest shoreline.
Fail-Operational flight control system: A flight control system is fail-operational if, in the event of a failure
below alert height, the approach, flare and landing, can be
completed automatically. In the event of a failure, the automatic
landing system will operate as a fail-passive system.
Fail-Passive flight control system: A flight control system is fail-passive if, in the event of a failure, there is
no significant out-of-trim condition or deviation of flight path or attitude
but the landing is not completed automatically. For a fail-passive
automatic flight control system the pilot assumes control of the
aeroplane after a failure.
Filed Flight Plan: The flight plan as filed with an ATS unit by the pilot or his designated representative,
without any subsequent changes.
Note: When the word "message" is used as a suffix to this term, it denotes the content and
format of the filed flight plan data as transmitted.
Final Reserve fuel: An amount of fuel for all turbine powered aeroplanes, calculated to fly 30 minutes at
holding speed at 1,500 ft above the aerodrome elevation in standard conditions,
calculated with the estimated mass on arrival at the alternate or the destination, when no
alternate is required.
Flight Control system: A system which includes an automatic landing system.
Flight crewmember: A licensed crewmember charged with duties essential to the operation of an aerop lane
during flight time.
Flight Level: A surface of constant atmospheric pressure which is related to a specific pressure datum,
1013.2 hectopascals (hPa), and is separated from other such surfaces by specific pressure
intervals.
Note 1: A pressure type altimeter calibrated in accordance with the Standard Atmosphere:
 When set to QNH altimeter setting will indicate altitude.
 When set to QFE altimeter setting will indicate height above the QFE reference
datum.
 When set to a pressure of 1013.2 hectopascals (hPa) may be used to indicate flight
levels.
Note 2: The terms "height" and "altitude", used in Note 1 above, indicate altimetric rather than
geometric heights and altitudes.
Flight Plan: - ATS Flight Plan: Specified information provided to air traffic services units, relative to an
intended flight or portion of a flight of an aeroplane.
- Operational flight plan: The operator's plan for the safe conduct of the flight based on
considerations of aeroplane performance, other operating limitations, and relevant expected
conditions on the route to be followed and at the aerodromes or heliports concerned.
Flow Control: Measures designed to adjust the flow of traffic into a given airspace, along a given route, or
bound for a given aerodrome, so as to ensure the most effective utilisation of the airspace.
Friction Coefficient: Relationship between the friction force acting on the wheel and the normal force on the
wheel.The normal force depends on the weight of the aeroplane and the lift of the wings.
Glide Path: A descent profile determined for vertical guidance during a final approach.
Ground Visibility:The visibility at an aerodrome, as reported by an accredited observer.
Heading: The direction, in which the longitudinal axis of an aeroplane is pointed, usually expressed in degrees
from North (true, magnetic, compass or grid).

0 - 23
Height: The vertical distance of a level, a point or an object, measured from a specified datum.
Hydroplaning: (refer to Aquaplaning).
Infant: A person who has not yet reached his second birthday.
Inspection: The examination of an aeroplane or aeronautical product to establish conformity with a standard
approved by the Authority.
Instrument Approach Procedure: A series of predetermined manoeuvres by reference to flight instruments
with specified protection from obstacles from the initial approach fix or,
where applicable, from the beginning of defined arrival route, to a point
from which a landing can be completed and thereafter, if a landing is not
completed, to a position at which holding or en-route obstacle clearance
criteria apply.
Instrument Meteorological Conditions: Meteorological conditions expressed in terms of visibility, distance
from cloud, and ceiling, less than the minima specified for visual
meteorological conditions.
Isolated Aerodrome: If acceptable to the authority the destination aerodrome can be considered as an
Isolated Aerodrome, if the fuel required (diversion plus final) to the nearest adequate
destination alternate aerodrome is more than fuel to fly for two hours at normal cruise
consumption above the destination aerodrome, including final reserve fuel.
JAA Operator: An operator certificated under EU-OPS Part 1 by one of the JAA Member States.
Journey Log: A form signed by the Commander of each flight that records the aeroplane's registration, crew
member names and duty assignments, the type of flight, and the date, place, and time of
arrival and departure.
Low Visibility Procedures: Procedures applied at an aerodrome for the purpose of ensuring safe operations
during Category II and III approaches and Low Visibility Takeoffs.
Low Visibility Take-Off: A take-off where the Runway Visual Range (RVR) is less than 400 m.
Maintenance: Tasks required to ensure the continued airworthiness of an aeroplane or aeronautical product
including any one or combination of overhaul, repair, inspection, replacement, modification,
and defect rectification.
Maintenance Release: A document containing a certification that inspection and maintenance work has
been performed satisfactorily in accordance with the methods prescribed by the
Authority.
Missed Approach Procedure: The procedure to be followed if the approach cannot be continued.
Master Minimum Equipment List (MMEL means a master list (including a preamble) appropriate to an
aircraft type which determines those instruments, items of equipment or functions that, while
maintaining the level of safety intended in the applicable airworthiness certification specifications,
may temporarily be inoperative either due to the inherent redundancy of the design, and/or due to
specified operational and maintenance procedures, conditions and limitations, and in accordance
with the applicable procedures for Continued Airworthiness.
"Minimum Equipment List (MEL) means a list (including a preamble) which provides for the operation of
aircraft, under specified conditions, with particular instruments, items of equipment or functions
inoperative at the commencement of flight. This list is prepared by the operator for his own
particular aircraft taking account of their aircraft definition and the relevant operational and
maintenance conditions in accordance with a procedure approved by the Authority.
Net Flight Path: Is a flight path determined for engine(s) failure case. It is established in such a manner that it
represents the actual climb performance diminished by a gradient of climb of:
 Take-off (one engine failure):
0.8% for two-engine aeroplane 0.9% for three-engine aeroplane 1.0% for four-engine aeroplane
 En-route (one engine failure):
1.1% for two-engine aeroplane 1.4% for three-engine aeroplane 1.6% for four-engine aeroplane
 En-route (two engine failure):

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0.3% for three-engine aeroplane 0.5% for four-engine aeroplane

Night : The hours between the end of evening civil twilight and the beginning of morning civil twilight or such
other period between sunset and sunrise. Civil twilight ends in the evening when the centre of the
sun's disc is 6 degrees below the horizon and begins in the morning when the centre of the sun's disc
is 6 degrees below the horizon.
Non-Precision Approach : Instrument approach with lateral guidance only from the FAF to the runway
environment. Descent limit is the MDA, and obstacle clearance (including go-
around) is guaranteed if the approach is discontinued no farther than the MAP.
Approaches with lateral guidance from localiser, VOR, NDB or GPS are
considered non-precision approaches. Although often a helpful tool for lateral and
vertical navigation during approach, FMS guidance is not a certified approach aid.
NOTAM: A notice containing information concerning the establishment, condition or change in any aeronaut ical
facility, service, procedure or hazard, the timely knowledge of which is essential to personnel
concerned with flight operations:
 Class I distribution: Distribution by means of telecommunication.
 Class II distribution: Distribution by means other than telecommunication.
Obstacle clearance altitude/height (OCA/H): The lowest altitude (OCA), or alternatively the lowest height
above the elevation of the relevant runway threshold or above
the aerodrome elevation as applicable (OCH), used in
establishing compliance with the appropriate obstacle
clearance criteria.
Operational Control : The exercise of authority over the initiation, continuation, diversion or termination of a
flight in the interest of the safety of the aeroplane and the regularity and effic iency of the
flight.
Operator: A person, organisation or enterprise engaged in or offering to engage in an aeroplane operation.
Pilot Flying (PF): The pilot, who for the time being, is in charge of the controls of an aeroplane.
Pilot-in-command: Pilot res ponsible of the operations and safety.
Pilot Monitoring (PM): The pilot who is assisting and/or monitoring the pilot flying in accordance with the
multi-crew co-operation concept, when the required flight crew is more than one.
Pilot Not Flying (PNF): The pilot who is assisting the pilot flying in accordance with the multi-crew co-
operation concept, when the required flight crew is more than one.
Precision Approach: Instrument approach with lateral and vertical guidance from the FAP to the runway
touchdown zone, with system accuracy, integrity and obstacle clearance (including go -
around) guaranteed until the descent limit (decision altitude or decision height) is
reached. ILS, MLS and PAR are considered precision approaches.
Pre-flight inspection: The inspection carried out before flight to ensure that the aeroplane is fit for the
intended flight.
Pressure Altitude : An atmospheric pressure expressed in terms of altitude, which corresponds to that
pressure in the Standard Atmosphere.
Quality Assurance : All those planned and systematic actions necessary to provide adequate confidence that
operational and maintenance practices satisfy given requirements.
Quality System: The organisational structure, responsibilities, procedures and resources for implementing
Quality Management (refer to Chapter 3).
Rating: An authorisation entered on or associated with a license or certificate and forming part thereof,
stating special conditions, privileges or limitations pertaining to such license or certificate.
Repair: The restoration of an aeroplane/aeronautical product to a serviceable condition in conformity with an
approved standard.
Repetitive Flight Plan (RPL): A flight plan related to a series of frequently recurring, regularly operated
individual flights with identical basic features, submitted by an operator for
retention and repetitive use by ATS.

0 - 25
Reporting Point: A specified geographical location in relation to which the position of an aeroplane can be
reported.
Required Navigation Performance (RNP): A statement of the navigation performance accuracy necessary
for operation within a defined airspace.
Runway: A defined rectangular area on a land aerodrome prepared for the landing and take-off of aeroplanes.
Runway Visual Range: The range over which the pilot of an aeroplane on the centreline of a runway can see
the runway surface markings or the lights delineating the runway or identifying its
centreline.
SIGMET information: Information issued by a meteorological watch office concerning the occurrence or
expected occurrence of specified en-route weather phenomena which may affect the
safety of aeroplane operations.
Slush: Water-saturated snow which with a heel-and-toe slap-down motion against the ground will be
displaced with a splatter (spec ific gravity of 0.5 up to 0.8).
Snow (on the ground):
 Dry snow: Snow which can be blown if loose or, if compacted by hand, will fall apart upon
release (specific gravity up to but not including 0.35).
 Wet snow: Snow which, if compacted by hand, will stick together and tend to or form a
snowball (specific gravity 0.35 up to but not including 0.5).
 Compacted snow: Snow which has been compressed into a solid mass that resists further
compression and will hold together or break up into chunks if picked up (specific gravity 0.5 and
over).
Stabilised Approach: An approach without speed and/or configuration changes during final descent.
Stabilised Approach Procedure: An approach procedure along the extended runway centreline with a
constant, in-flight verifiable descent gradient from the final approach altitude to the runway
touchdown zone. Except for offset-localizer approaches, an ILS approach is inherently a
stabilised approach procedure. Non-precision approaches can be constructed as a
stabilised approach procedure by choosing the FAF accordingly and by publishing a
distance-versus-altitude (VOR+DME, NDB+DME, LOC+DME) or waypoint-versus-altitude
table (GPS) to be able to verify adherence to the (imaginary) glidepath.
Taxiing: Movement of an aeroplane on the surface of an aerodrome under its own power, excluding take-off
and landing.
Taxiway: A defined path on a land aerodrome established for the taxiing of aeroplane and intended to provide
a link between one part of the aerodrome and another.
Technical Log: A document carried on an aeroplane that contains information to meet ICAO requirements;
a technical log contains at least two independent sections: a journey record section and an
aeroplane maintenance record section.
Threshold: The beginning of that portion of the runway usable for landing.
Track: The projection on the earth's surface of the path of an aeroplane, the direction of which path at any
point is usually expressed in degrees from North (true, magnetic or grid).
Transition Altitude: The altitude at or below which the vertical position of an aeroplane is controlled by
reference to altitudes.
Transition Level: The lowest flight level available for use above the transition altitude.
UN Number: The four-digit number assigned by the United Nations Committee of experts on the transport of
dangerous goods to identify a substance or a particular group of substances.
Visibility: The ability, as determined by atmospheric conditions and expressed in units of distance, to see and
identify prominent unlighted objects by day and prominent lighted objects by night.
Visual approach: An approach when either part or all of an instrument approach procedure is not completed
and the approach is executed with visual reference to the terrain.
Visual Meteorological Conditions: Meteorological conditions expressed in terms of visibility, distance from
cloud, and ceiling, equal to or better than specified minima.
Waypoint: A specified geographical location used to define an area navigation route or the flight path of an
aeroplane employing area navigation.

0 - 26
Wet lease: Is when the aeroplane is operated under the AOC of the lessor.
Wet runway: A runway is considered wet when the runway surface is covered with water, or equivalent, less
than or equal to 3 mm or when there is sufficient moisture on the runway surface to cause it to
appear reflective, but without significant areas of standing water.
0.1.5 UNITS CONVERSION TABLE
UNIT METRIC  US US  METRIC
1 mm = 0.0394 in 1 in = 25.4 mm
1 m = 3.281 ft 1 ft = 0.3048 m
LENGTH 1 m = 1.094 yd 1 yd = 0.914 m
1 km = 0.540 NM 1 NM = 1.852 km
1 km = 0.6215 statute mile 1 statute mile = 1.609 km
1 m/s = 3.281 ft/s = 1.944 kt 1 ft/s = 0.3048 m/s

SPEED
1 km/h = 0.54 kt 1 kt = 1.852 km/h = 0.514 m/s
1 g = 0.353 oz 1 oz = 28.35 g
WEIGHT 1 kg = 2.2046 lb 1 lb = 0.4536 kg
1 t (tonne) = 2 204.6 lb 1 lb = 0.0004536 t
1 N = 0.2248 lb 1 lb = 4.448 N
FORCE
1 daN = 2.248 lb 1 lb = 0.4448 daN
1 bar = 14.505 PSI 1 PSI = 6892 Pa = 0.0689 bar

PRESSURE 1 mbar = 1 hPa = 0.0145 PSI 1 PSI = 68.92 hPa = 68.92 mbar
1 mbar = 1 hPa = 0.02953 in Hg 1 in Hg = 33.864 hPa = 33.864 mbar
1 l = 0.2642 US Gallon 1 US Gallon = 3.785 l

VOLUME 1 m 3 = 264.2 US Gallons 1 US Gallon = 0.003785 m 3
1 l = 1.0567 US Quart 1 US Quart = 0.94635 l
MOMENTUM 1 m.daN = 88.5 lb.in 1 lb.in = 0.0113 m.daN
°C = 5/9 (°F - 32) °F = (°C x 1.8) + 32

TEMPERATURE
°C = 5/9 (°F + 40) - 40 °F = 9/5 (°C + 40) - 40

0 - 27
0.1.6 INTERNATIONAL STANDARD ATMOSPHERE (ISA)
PRESSURE PRESSURE SPEED

ALTITUDE TEMP. DENSITY of ALTITUDE
RATIO
(Feet) (°C) hPa PSI In.Hg = ρ/ρo SOUND (metres)
= P/Po (kt)
40,000 - 56.5 188 2.72 5.54 0.1851 0.2462 573 12,192

39,000 - 56.5 197 2.58 5.81 0.1942 0.2583 573 11,887
38,000 - 56.5 206 2.99 6.10 0.2038 0.2710 573 11,582
37,000 - 56.5 217 3.14 6.40 0.2138 0.2844 573 11,278
36,000 - 56.3 227 3.30 6.71 0.2243 0.2981 573 10,973
35,000 - 54.3 238 3.46 7.04 0.2353 0.3099 576 10,668
34,000 - 52.4 250 3.63 7.38 0.2467 0.3220 579 10,363
33,000 - 50.4 262 3.80 7.74 0.2586 0. 3345 581 10,058
32,000 - 48.4 274 3.98 8.11 0.2709 0.3473 584 9, 754
31,000 - 46.4 287 4.17 8.49 0.2837 0.3605 586 9, 449
30,000 - 44.4 301 4.36 8.89 0.2970 0.3741 589 9, 144
29,000 - 42.5 315 4.57 9.30 0.3107 0.3881 591 8, 839
28,000 - 40.5 329 4.78 9.73 0.3250 0.4025 594 8, 534
27,000 - 38.5 344 4.99 10.17 0.3398 0.4173 597 8, 230
26,000 - 36.5 360 5.22 10.63 0.3552 0.4325 599 7, 925
25,000 - 34.5 376 5.45 11.10 0.3711 0.4481 602 7, 620
24,000 - 32.5 393 5.70 11.60 0.3876 0.4642 604 7, 315
23,000 - 30.6 410 5.95 12.11 0.4046 0.4806 607 7, 010
22,000 - 28.6 428 6.21 12.64 0.4223 0.4976 609 6, 706
21,000 - 26.6 446 6.47 13.18 0.4406 0.5150 611 6, 401
20,000 - 24.6 466 6.75 13.75 0.4595 0.5328 614 6, 096
19,000 - 22.6 485 7.04 14.34 0.4791 0.5511 616 5, 791
18,000 - 20.7 506 7.34 14.94 0.4994 0.5699 619 5, 406
17,000 - 18.7 527 7.65 15.57 0.5203 0.5892 621 5, 182
16,000 - 16.7 549 7.97 16.22 0.5420 0.6090 624 4, 877
15,000 - 14.7 572 8.29 16.89 0.5643 0.6292 626 4, 572
14,000 - 12.7 595 8.63 17.58 0.5875 0.6500 628 4, 267
13,000 - 10.8 619 8.99 18.29 0.6113 0.6713 631 3, 962
12,000 - 8.8 644 9.35 19.03 0.6360 0.6932 633 3, 658
11,000 - 6.8 670 9.72 19.79 0.6614 0.7156 636 3, 353
10,000 - 4.8 697 10.10 20.58 0.6877 0.7385 638 3, 048
9, 000 - 2.8 724 10.51 21.39 0.7148 0.7620 640 2, 743
8, 000 - 0.8 753 10.92 22.22 0.7428 0.7860 643 2, 438
7, 000 + 1.1 782 11.34 23.09 0.7716 0.8106 645 2, 134
6, 000 + 3.1 812 11.78 23.98 0.8014 0.8359 647 1, 829
5, 000 + 5.1 843 12.23 24.90 0.8320 0.8617 650 1, 524
4, 000 + 7.1 875 12.69 25.84 0.8637 0.8881 652 1, 219
3, 000 + 9.1 908 13.17 26.82 0.8962 0.9151 654 914
2, 000 + 11.0 942 13.67 27.82 0.9298 0.9428 656 610
1, 000 + 13.0 977 14.17 28.86 0.9644 0.9711 659 305
0 + 15.0 1013 14.70 29.92 1.0000 1.0000 661 0
- 1,000 + 17.0 1050 15.23 31.02 1.0366 1.0295 664 - 305

0 - 28
0.2 SYSTEM OF AMENDMENT AND REVISION
0.2.1 RESPONSIBILITY
The Flight Operations Manager is responsible for the contents and the issuance of the
Operations Manual (Part A), General / Basic (GB). He will contact the Cyprus DCA for
clearance of the content and he is responsible for the issuance and insertion of amendments
and revisions.
0.2.2 PUBLICATION
0.2.2.1 GENERAL
The manual is divided into chapters, which are broken into sections and subsections.
 The Header of each page contains:
The Company’s Logo and the name of the manual, GB (OM A).
The Chapter Title.
The Chapter number and Subchapter number (if applicable).
An Ascending Page number index next to the Chapter or Subchapter number.
 The Footer of each page contains:

Latest Revision number and date of the current page.
The date of the revision is mentioned on the record of normal revision sheet.
Note: In this manual, (EU-OPS 1.XXX) is quoted next to a paragraph, whenever the paragraph
refers to the associated JAR requirement.
0.2.2.2 PERSONNEL RESPONSIBILITY

Manuals and handbooks are the property of Eurocypria Airlines and are lent to its employees.
In the event of an employee’s transfer or termination of service, the manual shall be personally
handed over to the Flight Operations Manager.
Because of the high cost of publishing manuals of this type, it is essential that each holder to
whom an Operations Policy Manual is issued is responsible for the security and safeguarding of
that manual, for insertion of amendments and revisions and for maintaining the manual in a
current status.
0.2.2.3 COPYRIGHT
No part of this book may be reproduced without the written permission of Eurocypria Airlines.

0 - 29
0.2.3 AMENDMENTS AND REVISIONS
0.2.3.1 AMENDMENTS
All amendments will be in the form of printed, replacement pages. Hand-written amendments
and revisions are not permitted except in situations requiring immediate amendment or revision in
the interest of safety.
0.2.3.2 GENERAL
All amendments to the operations manual and all its components are under the responsibility of
the Flight Operations Manager (FOM) and as such require his authority. This authority can be
either specific or automatic depending on the component involved and the specific procedure
governing such a component.
0.2.3.3 INITIATION
Initiation of amendments may originate through several sources such as legislation,
manufacturer’s changes, policy changes and even employees suggestions and/or
recommendations. The origin of these amendments and the affected operations manual
component will determine the prescribed path to be followed for evaluating, processing,
authorizing and implementing these changes. Each manager/section head will have the task of
collecting evaluating and processing the relevant amendment according to his area of
responsibility. The following list is a general indication of the areas of responsibility of the various
officials but is by no means limiting or exclusive.
Flight Operations Manager

 General / Basic Operations Manual (A)
 FSI’s
Training Manager
 Training Manual – TM (D)
Technical Pilot
 Flight Crew Operating Manuals – FCOM I and FCOM II (B)
 Quick Reference Handbook – QRH (B)
 Minimum Equipment List – MEL (B)
 Approved Flight Manual – AFM / CDL (B)
 Weigh and Balance Manual

0 - 30
Quality Manager
 Quality Manual – QM
Operations Control Manager

 Jeppesen Airway Manuals (C)
 Performance Manuals
Cabin Crew Manager

 Cabin Safety Procedures Manual (CSPM)
0.2.3.4 EVALUATION
The evaluation process should include, (where necessary) consultation with other managers and/
or departments to ensure that any changes will not adversely impact on other company functions.
It may be necessary that a manager will have to circulate some suggestions to other interested
parties for comments or recommendations or even call meetings to this end. The objective will be
to present to the Flight OPS Manager recommendations that have already been thoroughly
discussed by all interested parties. In the event that a consensus is not reached, the FOM will
decide after evaluating all recommendations presented.
0.2.3.5 PROCESSING
The processing of an amendment will be done through the Flight Operations Department, to
ensure c orrect editing and revision assignment and the objective will be that the amendment
should be numbered and dated accordingly to enable proper tracking and monitoring. Once the
sample revision is prepared, it will be presented to the FOM for approval prior to full production.
In certain cases, the official involved, will process the amendment and authorize it on behalf of the
FOM. Specifically the following may be authorized by the appropriate manager/assistant manager
on behalf of the FOM:
FCOM/QRH
All amendments originating from the manufacturer or modifications that do not involve SOP’s
MEL
All amendments originating from the manufacturer and/or the authorities or as a result of
modification changes.
AFM
All amendments originating from the manufacturers and/or authorities or as a result of modification
changes.

0 - 31
WBM
All amendments originating from the manufacturer or modification changes (weight reports etc)
Jeppesen Airway Manuals

All amendments to the manuals
Performance Manuals
All amendments to the manuals
0.2.3.6 APPROVAL - AUTHORIZATION

The manager under whose responsibility the amendment falls will brief and present the FOM with
the amendment for approval. The FOM will forward to the DCA the proposed changes on the
relevant form found on section APP (APP.1.15). When approval is granted, the FOM will sign the
original of the new amendment list (instructions), or the page itself (such as FSI), which will be
kept by the library unit for auditing/recording purposes. In cases where a manager authorizes an
amendment on behalf of the FOM he will sign the revision delivery note accordingly.
0.2.3.7 IMPLEMENTATION - DISTRIBUTION

Once a revision/amendment is approved and ready for implementation it will be circulated
immediately. Amendments that involve changes to Part A, SOP’s and other company policy or
company originating changes will be distributed in the following manner:
The revision will be circulated one week in advance to the recipients, from the following list,
concerned with the suggested amendments:
 Flight Operations Manager
 Deputy Operations Manager
 Training Manager
 Technical Pilot
 Technical Manager
 Training Captains
 Quality Manager
 Cabin Crew Manager
 Ops Control Manager
 Cabin Services Manager
 Flight Safety Officer

0 - 32
 Personnel and Admin Officer

 Security Officer
At the end of that week the normal circulation to all holders will commence, beginning with the
aircraft documentation and implementation will be immediate.
Note: The advance circulation to the above mentioned officials is for study, preparation and
clarifications prior to implementation and not for consultation purposes. Any consultation should be
done via the appropriate manager during the evaluation phase.
0.2.3.8 REVISIONS
A normal revision service is provided for each manual. Amendments to the Operations Manual
are normally promulgated by means of normal revisions issued whenever necessary to cover
corrections and to add new data.
All amendments will be in the form of printed, replacement pages. They are accompanied by
filing instructions and an updated List of Effective Pages (LEP).
A normal revision record sheet mentioning the issue date is provided in paragraph 0.4.1.
A brief outline of the purpose and the nature of each change are included in the transmittal sheet
attached to each amendment.
To make it possible for the manual holder to see the change in a revised instruction at a glance,
the revised text will be marked with a vertical bar or an “R” in front of the line. Deleted text will
by marked “deleted” where appropriate.
After each revision, a notation should be made on the revision record sheet.
0.2.3.9 LIST OF EFFECTIVE PAGES

At each revision date, the list of effective pages will be updated. Each holder of an Operations
Manual (Part A), General / Basic (GB) is responsible for correct insertion of the revised pages
and for the complete content according to the distribution schedule. The manual holder is
responsible for checking that all sheets mentioned in the list of effective pages have been
received.

0 - 33
0.3 PREAMBLE
The Accountable Manager through the Flight Operations Manager is responsible that the
Operations Manual is in full compliance with the regulations.
The Operations Manual is prepared to the best knowledge of the Management and the
Postholders of Eurocypria Airlines. The responsibility for the subparts of the Operations Manual
lies with the Postholders/ Managers responsible for the initiation of the OMA amendments, as
specified in paragraph 0.2.3.3 of this chapter.
The structure of the Operations Manual corresponds to the requirements of EU- OPS 1,
subpart P except where clearly marked and referenced, and approved by Cyprus DCA.
The Accountable Manager, the Postholder Flight Operation, Maintenance System, Crew
Training and Ground Operations declare to understand the content of the Operations Manual
and this preamble and to comply with it:

0 - 34
ADMINISTRATION AND CONTROL
0.3.1 RECORD OF NORMAL REVISIONS
When receiving a revision, insert the "Date of entry" and sign in the "Entered by" box.
Revision No.: Date of Revision: Date of entry: Entered by:
Initial ----- 1-Jan-2003 Eurocypria Airlines
01 1-Jan-2007 1-Jan-2007 Eurocypria Airlines
02 15-Oct-2007 15-Oct-2007 Eurocypria Airlines
03 30-Jan-2008 30-Jan-2008 Eurocypria Airlines
04 10-Mar-2008 10-Mar-2008 Eurocypria Airlines
05 14-Jul-2008 14-Jul-2008 Eurocypria Airlines
06
07
08
09
10
11
12
13
14
15

0 - 35
0.3.2 DISTRIBUTION LIST
A distribution list is specified in this paragraph, as well as the associated Operations Manual
Part A number.
Number: Name: Department / Function: Date:
01 M. Pavlou Operations / MASTER COPY 1-Jan-2007
02 G. Souroullas General Manager 1-Jan-2007
03 X.Yerolemou Flight Operations Manager 1-Jan-2007
04 G. Lambrianidis Training Manager 1-Jan-2007
05 Y. Yiannaki Operations Control Manager 1-Jan-2007
06 G. Poumos Technical Manager 1-Jan-2007
07 A. Philippides Cabin Crew Manager 1-Jan-2007
08 C. Masoud Senior Trainer Cabin Crew 1-Jan-2007
09 H. Papapetrou Quality Manager 1-Jan-2007
10 K. Lazarou Cyprus DCA 1-Jan-2007
11 Duty Officers Operations Control - Training & 1-Jan-2007

Administration Officer
12 5B-DBU Aeroplane 1-Jan-2007
13 5B-DBV Aeroplane 1-Jan-2007
14 5B-DBW Aeroplane 1-Jan-2007
15 5B-DBX Aeroplane 1-Jan-2007
16 5B-DBZ Aeroplane 1-Jan-2007
17 5B-DBR Aeroplane 1-Jan-2007
18 Sharm – El Sheikh Base Operations Control - Training & 1-Jan-2008

19 Warsaw Base Operations Control - Training & 1-Jan-2008

20 E. Christoforidou Customer Services 1-Jan-2008

0 - 36
21 N. Kotsapas Operations 1-Jan-2007
22 A. Antony Operations 1-Jan-2007
23 C. Christodoulides Operations 1-Jan-2007
24 C. Demetriades Operations 1-Jan-2007
25 T. Hadjithomas Operations 1-Jan-2007
26 G. Nicolaou Operations 1-Jan-2007
27 S. Rayias Operations 1-Jan-2007
28 A. Varnavides Operations 1-Jan-2007
29 C. Pitsillides Operations 1-Jan-2007
30 L. Patsiou Operations 1-Jan-2007
31 P. Aristodimou Operations 1-Jan-2007
32 C. Kamaritis Operations 1-Jan-2007
33 L. Gregoras Operations 1-Jan-2007
34 C. Vlademirou Operations 1-Jan-2007
35 M. Pitsiakos Operations 1-Jan-2007
36 O. Eleftheriou Operations 1-Jan-2007
37 A. Ioannou Operations 1-Jan-2007
38 C. Katomoniatis Operations 1-Jan-2007
39 G. Angelides Operations 1-Jan-2007
40 G. Georgiou Operations 1-Jan-2007

0 - 37
41 M. Lucas Operations 1-Jan-2007
42 G. Georgiades Operations 1-Jan-2007
43 G. Krasas Operations 1-Jan-2007
44 C. Constantinides Operations 1-Jan-2007
45 A. Kalos Operations 1-Jan-2007
46 D. Christodoulides Operations 1-Jan-2007
47 A. Spanias Operations 1-Jan-2007
48 M. Ioulianos Operations 1-Jan-2007
49 P. Sarikas Operations 1-Jan-2007
50 P. Antoniou Operations 1-Jan-2007
51 P. Stylianou Operations 1-Jan-2007
52 A. Zarkas Operations 1-Jan-2007
53 S. Peleties Operations 1-Jan-2007
54 O. Gavrielides Operations 1-Jan-2007
55 I. Iakovou Operations 1-Jan-2007
56 C. Antoniou Operations 1-Jan-2007
57 C. Heracleous Operations 1-Jan-2007
58 N. Kosta Operations 1-Jan-2007
59 A. Mandrites Operations 1-Jan-2007
60 C. Tsitsos Operations 1-Jan-2007

0 - 38
61 Y. Nicolaou Operations 1-Jan-2007
62 M. Kitsiou Operations 1-Jan-2007
63 L. Kestas Operations 1-Jan-2007
64 D. Papouis Operations 1-Jan-2007
65 G. Paschalis Operations 1-Jan-2007
66 C. Giorgallas Operations 1-Jan-2007
67 N. Teppelis Operations 1-Jan-2007
68 L. Papantoniou Operations 1-Jan-2007
69 S. Georgiou Operations 1-Jan-2007
70 A. Anthimou Operations 1-Jan-2007
71 S. Mavrogenis Operations 1-Jan-2007
72 D. Wright Operations 1-Jan-2007
73
74 D. Laccotripis Operations 1-Jan-2007
75 M. Palaondas Operations 1-Jan-2007
76 Ch. Stylianou Operations 1-Jan-2007
77 Ph. Marneros Operations 1-Jan-2007
78 M. Christofi Operations 1-Jan-2007
79
80 M. Chadjiliadou Operations 1-Jan-2008

0 - 39
81 Heraclion Base Operations Control - Training & 1-Jan-2008

T. Theodorou Navigation & Performance
82 Officer 1-Jan-2008
83 X. Yerolemou Operations 1-Jan-2008
84 D. Demetriou Operations 1-Jan-2008
85 S. Marneros Operations 1-Jan-2008
86 Y. Antoniou Operations 1-Jan-2008
87 N. Kountouris Operations 1-Jan-2008
88 L. Katsouromallis Operations 1-Jan-2008
89 A. Antoniou Operations 1-Jan-2008
90 P. Christodoulou Operations 1-Jan-2008

Aircraft Accident and Incident
91 Investigation Board - Cyprus AAIB 1-Jan-2008
92
93
94
95
96
97
98
99
100

0 - 40
0.3.3 LIST OF EFFECTIVE PAGES
Chap. Page Rev. Chap. Page Rev. Chap. Page Rev. Chap. Page Rev.
Chapter 0 0 38 6 1 25 6 2 14 6
0 1 6 0 39 6 1 26 6 2 15 6
0 2 6 0 40 6 1 27 6 2 16 6
0 3 6 0 41 6 1 28 6 2 17 6
0 4 6 0 42 6 1 29 6 2 18 6
0 5 6 0 43 6 1 30 6 2 19 6
0 6 6 0 44 6 1 31 6 2 20 6
0 7 6 0 45 6 1 32 6 2 21 6
0 8 6 0 46 6 1 33 6 2 22 6
0 9 6 0 47 6 1 34 6
0 10 6 0 48 6 1 35 6
0 11 6 1 36 6
0 12 6 1 37 6
0 13 6 Chapter 1 1 38 6
0 14 6 1 1 6 1 39 6
0 15 6 1 2 6 1 40 6 Chapter 3
0 16 6 1 3 6 1 41 6 3 1 6
0 17 6 1 4 6 1 42 6 3 2 6
0 18 6 1 5 6 1 43 6 3 3 6
0 19 6 1 6 6 1 44 6 3 4 6
0 20 6 1 7 6 1 45 6 3 5 6
0 21 6 1 8 6 1 46 6 3 6 6
0 22 6 1 9 6 3 7 6
0 23 6 1 10 6 3 8 6
0 24 6 1 11 6 Chapter 2
0 25 6 1 12 6 2 1 6
0 26 6 1 13 6 2 2 6
0 27 6 1 14 6 2 3 6
0 28 6 1 15 6 2 4 6
0 29 6 1 16 6 2 5 6
0 30 6 1 17 6 2 6 6 Chapter 4
0 31 6 1 18 6 2 7 6 4 1 6
0 32 6 1 19 6 2 8 6 4 2 6
0 33 6 1 20 6 2 9 6 4 3 6
0 34 6 1 21 6 2 10 6 4 4 6
0 35 6 1 22 6 2 11 6 4 5 6
0 36 6 1 23 6 2 12 6 4 6 6
0 37 6 1 24 6 2 13 6 4 7 6

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4 8 6 5 30 6 6 32 6 Chapter 8
4 9 6 5 31 6 6 33 6 8.1 1 6
4 10 6 5 32 6 6 34 6 8.1 2 6
5 33 6 6 35 6 8.1 3 6
5 34 6 6 36 6 8.1 4 6
5 36 6 6 37 6 8.1 5 6
6 38 6 8.1 6 6
Chapter 6 8.1 7 6
6 1 6 8.1 8 6
Chapter 5 6 2 6 Chapter 7 8.1 9 6
5 1 6 2 3 6 7 1 6 8.1 10 6
5 2 6 2 4 6 7 2 6 8.1 11 6
5 3 6 2 5 6 7 3 6 8.1 12 6
5 4 6 2 6 6 7 4 6 8.1 13 6
5 5 6 2 7 6 7 5 6 8.1 14 6
5 6 6 2 8 6 7 6 6 8.1 15 6
5 7 6 2 9 6 7 7 6 8.1 16 6
5 8 6 2 10 6 7 8 6 8.1 17 6
5 9 6 2 11 6 7 9 6 8.1 18 6
5 10 6 2 12 6 7 10 6 8.1 19 6
5 11 6 6 13 6 7 11 6 8.1 20 6
5 12 6 6 14 6 7 12 6 8.1 21 6
5 13 6 6 15 6 7 13 6 8.1 22 6
5 14 6 6 16 6 7 14 6 8.1 23 6
5 15 6 6 17 6 7 15 6 8.1 24 6
5 16 6 6 18 6 7 16 6 8.1 25 6
5 17 6 6 19 6 7 17 6 8.1 26 6
5 18 6 6 20 6 7 18 6 8.1 27 6
5 19 6 6 21 6 7 19 6 8.1 28 6
5 20 6 6 22 6 7 20 6 8.1 29 6
5 21 6 6 23 6 7 21 6 8.1 30 6
5 22 6 6 24 6 7 22 6 8.1 31 6
5 23 6 6 25 6 8.1 32 6
5 24 6 6 26 6 8.1 33 6
5 25 6 6 27 6 8.1 34 6
5 26 6 6 28 6 8.1 35 6
5 27 6 6 29 6 8.1 36 6
5 28 6 6 30 6 8.1 37 6
5 29 6 6 31 6 8.1 38 6

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8.1 39 6 8.1 76 6 8.2 1 6 8.2 38 6

8.1 40 6 8.1 77 6 8.2 2 6 8.2 39 6
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8.3 13 6 8.3 50 6 8.5 2 6

8.3 14 6 8.3 51 6 8.6 1 6
8.3 15 6 8.3 52 6 8.6 2 6
8.3 16 6 8.3 53 6 8.6 3 6
8.3 17 6 8.3 54 6 8.6 4 6
8.3 18 6 8.3 56 6 8.7 1 6
8.3 19 6 8.3 57 6 8.7 2 6
8.3 20 6 8.3 58 6 8.7 3 6
8.3 21 6 8.3 59 6 8.7 4 6
8.3 22 6 8.3 60 6 8.7 5 6
8.3 23 6 8.3 61 6 8.7 6 6
8.3 24 6 8.3 62 6 8.8 1 6
8.3 25 6 8.3 63 6 8.8 2 6
8.3 26 6 8.3 64 6 8.8 3 6
8.3 27 6 8.3 65 6 8.8 4 6
8.3 28 6 8.3 66 6 8.8 5 6
8.3 29 6 8.3 67 6 8.8 6 6
8.3 30 6 8.3 68 6
8.3 31 6 8.3 69 6
8.3 32 6 8.3 70 6
8.3 33 6 8.3 71 6
8.3 34 6 8.3 72 6
8.3 35 6 8.3 73 6
8.3 36 6 8.3 74 6
8.3 37 6 8.3 75 6
8.3 38 6 8.3 76 6
8.3 39 6 8.3 77 6
8.3 40 6 8.3 78 6
8.3 41 6 8.4 1 6
8.3 42 6 8.4 2 6
8.3 43 6 8.4 3 6
8.3 44 6 8.4 4 6
8.3 45 6 8.4 5 6
8.3 46 6 8.4 6 6
8.3 47 6 8.4 7 6
8.3 48 6 8.4 8 6
8.3 49 6 8.5 1 6

0 - 44
Chapter 9 Chapter 10
9 1 6 10 1 6
9 2 6 10 2 6
9 3 6 10 3 6
9 4 6 10 4 6
9 5 6 10 5 6
9 6 6 10 6 6
9 7 6 10 7 6
9 8 6 10 8 6
9 9 6 10 9 6
9 10 6 10 10 6
9 11 6 10 11 6
9 12 6 10 12 6
9 13 6 10 13 6
9 14 6 10 14 6
9 15 6 10 15 6
9 16 6 10 16 6
9 17 6 10 17 6
9 18 6 10 18 6
9 19 6 10 19 6
9 20 6 10 20 6
9 21 6 10 21 6
9 22 6 10 22 6
9 23 6 10 23 6
9 24 6 10 24 6
9 25 6 10 25 6
9 26 6 10 26 6
9 27 6 10 27 6
9 28 6 10 28 6
9 29 6 10 29 6
9 30 6 10 30 6
9 31 6 10 31 6
9 32 6 10 32 6
10 33 6
10 34 6
10 35 6
10 35 6

0 - 45
11 29 6 12 29 Initial
11 30 6 12 30 Initial
11 31 6 12 31 Initial
11 32 6 12 32 Initial APPENDICES
11 33 6 12 33 Initial APP 1 6
11 34 6 12 34 Initial APP 2 6
12 35 Initial APP 3 6
12 36 Initial APP 4 6
Chapter 11 Chapter 12 12 37 Initial APP 5 6
11 1 6 12 1 Initial 12 38 Initial APP 6 6
11 16 6 12 16 Initial APP 21 6
11 17 6 12 17 Initial APP 22 6
11 18 6 12 18 Initial APP 23 6
11 19 6 12 19 Initial APP 24 6
11 20 6 12 20 Initial APP 25 6
11 21 6 12 21 Initial APP 26 6
11 22 6 12 22 Initial Chapter 13 APP 27 6
11 23 6 12 23 Initial 13 1 6 APP 28 6
11 24 6 12 24 Initial 13 2 6 APP 29 6
11 25 6 12 25 Initial 13 3 6 APP 30 6
11 26 6 12 26 Initial 13 4 6 APP 31 6
11 27 6 12 27 Initial 13 5 6 APP 32 6
11 28 6 12 28 Initial 13 6 6 END

0 - 46

0 - 47

0 - 48

ORGANISATION AND RESPONSIBILITIES GB (OM A)
1-1
TABLE OF CONTENTS
Paragraph Page
1. ORGANISATION AND RESPONSIBILITIES ................................ ............................... 3

1.1 ORGANISATIONAL STRUCTURES ................................ ................................ .......... 3
1.1.1 COMPANY ................................ ................................ .................................... 3
1.1.2 OPERATIONS DEPARTMENT ................................................................ ....... 4
1.1.3 OPERATIONS CONTROL DEPARTMENT................................ ...................... 5
1.1.4 ENGINEERING DEPARTMENT................................ ................................ ...... 6
1.2 NOMINATED POSTHOLDERS & OTHER COMPANY APPOINTMENTS ..................... 7
1.2.1 GENERAL MANAGER / ACCOUNTABLE MANAGER ................................ ...... 7
1.2.2 POSTHOLDERS AND QUALITY MANAGER ................................................... 7
1.2.3 DEPUTIES TO THE ACCOUNTABLE MANAGER AND POSTHOLDERS ......... 8
1.2.4 OTHER COMPANY APPOINTMENTS ................................ ............................ 9
1.3 DUTIES AND RESPONSIBILITIES OF MANAGEMENT AND
OTHER COMPANY PERSONNEL................................ ................................ ............10
1.3.1 FUNCTIONS AND RESPONSIBILITIES ................................ .........................10
1.3.2 GENERAL MANAGER (Accountable Manager) ................................ ...............11
1.3.3 FLIGHT OPERATIONS MANAGER (Postholder Flight Operations) .................. 12
1.3.4 TRAINING MANAGER (Postholder Crew Training) ................................ ..........14
1.3.5 TECHNICAL MANAGER (Postholder Maintenance System) ............................ 15
1.3.6 POSTHOLDER GROUND OPERATIONS ................................ ......................17
1.3.7 QUALITY MANAGER ................................ ................................ ....................18
1.3.8 FLIGHT SAFETY OFFICER................................................................ ........... 19
1.3.9 FLIGHT SAFETY PROGRAM ADMINISTRATOR................................ ............20
1.3.10 TECHNICAL PILOT................................ ....................................................... 21
1.3.11 FLIGHT OPERATIONS STANDARDS AND SUPPORT OFFICER ................... 22
1.3.12 FLIGHT OPERATIONS ADMINISTRATIONS OFFICER ................................ ..23
1.3.13 OPERATIONS CONTROL MANAGER ................................ ...........................24
1.3.14 NAVIGATION AND PERFORMANCE OFFICER ............................................. 26
1.3.15 ASSISTANT NAVIGATION AND PERFORMANCE OFFICER.......................... 27
1.3.16 ROSTERING OFFICER................................ ................................ .................28
1.3.17 OPERATIONS CONTROL ADMINISTRATION AND TRAINING OFFICER .......29
1.3.18 CABIN CREW MANAGER................................ ............................................. 30
1.3.19 SENIOR TRAINER CABIN CREW ................................................................ .31
1.3.20 SECURITY MANAGER ................................ ................................ .................32
1.4 AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE COMMANDER .................33
1.4.1 GENERAL ................................................................ ................................ ....33
1.4.2 PRIOR TO FLIGHT ................................ ....................................................... 34

GB (OM A) ORGANISATION AND RESPONSIBILITIES
1- 2
1.4.3 IN FLIGHT ................................ ................................ ................................ ... 35

1.4.4 AFTER FLIGHT ................................ ................................ ........................... 36
1.5 DUTIES AND RESPONSIBILITIES OF CREW MEMBERS OTHER THAN THE
COMMANDER................................ ................................ ................................ ........ 38
1.5.1 DUTIES AND RESPONSIBILITIES OF THE CO-PILOT................................ .. 38
1.5.2 DUTIES AND RESPONSIBILITIES OF CABIN CREW MEMBERS .................. 40
1.6 COMPANY AEROPLANES’ REGISTRATION AND SERIAL NUMBERS .................... 42
1.7 COMPANY AIR OPERATORS´ CERTIFICATE (AOC) ................................ .............. 43
1.8 COMPANY AIR OPERATOR’S CERTIFICATE AREA ................................ ............... 43
DEFINITION OF THE AREA FOR FLIGHTS WITHIN EUROPEAN REGION .............. 45

1-3
1. ORGANISATION AND RESPONSIBILITIES

1.1 ORGANISATIONAL STRUCTURES
1.1.1 COMPANY

1- 4
1.1.2 FLIGHT OPERATIONS DEPARTMENT
Capt.Xanthos Yerolemou
Postholder Flight Operations
Maria PAVLOU David JOHNSON
Flight Operations Admin. Pilot

Administration Officer ( Deputy FOM)
Alexis PAPADOPOULOS
Cleo OURRI
Flight Operations Standards &
Operations Clerk Support Officer
OPERATIONS CONTROL FLIGHT SAFETY DEPT. CABIN CREW DEPT. TRAINING DEPT .
OPS TECHNICAL
Yiannos YIANNAKI Capt. Constantinos Capt. George
PITSILLIDES Akis PHILIPPIDES LAMBRIANIDES
Capt. Andres VARNAVIDES
Technical Pilot Flight Safety Officer Cabin Crew Manager Post holder Crew Manager
( Post holder GRD OPS)
Theo
THEODOROU
Stelios PANAYI Chrystalla
Navigation & MASOUD
Planning Officer Flight Safety
Program Senior Trainer
Administrator Cabin Crew
Julia PAVLOU
Rostering Officer
Michalis
H´´ROUSOS
Afxendis
AFXENDIOU Flight Safety
Program
Operations Administrator
Control
Administration &
Training Officer

1-5
1.1.3 OPERATIONS CONTROL DEPARTMENT
Capt. Xanthos Yerolemou
Postholder Flight Operations
Yiannos YIANNAKI
(Post holder GRD OPS)
Loukia PAVLIDOU TBD
Operations Control Operations Control Seasonal

Secretary Clerk
NAVIGATION & OPERATIONS CONTROL

ROSTERING SECTION PERFORMANCE SECTION SECTION
Julia PAVLOU Theo THEODOROU Afxendis Afxendiou

Operations Control
Rostering Officer Navigation & Performance Administration & Training
Officer Officer
Yiannakis IOANNOU
7x Duty Officers
TBD
Assistant Rostering Officer
(Shift Duty )
Natalie AYIOTOU 5X Assistant Duty Officers
Rostering Clerk (Shift Duty )

1- 6
1.1.4 ENGINEERING DEPARTMENT
George POUMOS
Technical Manager
Maintenance System Accountable

Manager
Quality
Manager
Myroulla
MAPPOURA
Engineering
Secretary
George 5X Quality Auditors

HADJI -MITSIS Liaison Engineers Maintenance
Senior Engineer
PLANNING DEVELOPMENT STORES TECHNICAL TECHNICAL

LIBRARY & RECORDS
George WARRANTIES
HADJI-MITSIS Panicos LEONTIS Varvara STAVROU
George Iacovos ELIADES
Development & Vayia NEFELIA HADJI-MITSIS & Technical Records
Engineer
Senior Engineer Varvara STAVROU Engineer
Yiannos
CHRISTODOULOU
Assistant Planning
& Development
Engineer

1-7
1.2 NOMINATED POSTHOLDERS & OTHER COMPANY APPOINTMENTS
1.2.1 GENERAL MANAGER / ACCOUNTABLE MANAGER
George SOUROULLAS ( *) +357 – 24658001 (office)
GENERAL MANAGER +357 – 99609600 (mobile)
George POUMOS ( *) +357 – 24643327(office)
ACCOUNTABLE MANAGER (Acting) +357 – 99657108 (mobile)
1.2.2 POSTHOLDERS AND QUALITY MANAGER

FLIGHT OPERATIONS Capt. Xanthos
+357–24658006 (office)
MANAGER ( *) YEROLEMOU
+357–99623698 (mobile)
(PH FLIGHT OPERATIONS)
TRAINING MANAGER ( *) Capt. George +357–24658006 (office)

(PH CREW TRAINING) LAMBRIANIDIS +357–96673300 (mobile)
TECHNICAL MANAGER ( *) +357–24643327 (office)

George POUMOS
(PH MAINTENANCE SYSTEM) +357–99657108 (mobile)
DEPUTY FLIGHT +357-2465006 (office)

David JOHNSON
OPERATIONS MANAGER ( *) +357- 99641348 (mobile)
OPERATIONS CONTROL
+357-24643111
MANAGER (*) Yiannos YIANNAKI
+357-99611555
(PH GROUND OPERATIONS)
+357–24643327 (office)
QUALITY MANAGER ( *) Capt. Henry PAPAPETROU
+357–99310975 (mobile)
Note: ( * ) denotes that duties and responsibilities are specified in Section 1.3 below,
“Duties and Responsibilities of Management and other Company Personnel”.

1- 8
1.2.3 DEPUTIES TO THE ACCOUNTABLE MANAGER AND POSTHOLDERS

Legal provisions describe that continuity of supervision in the absence of a Nominated
Postholder must be ensured. Therefore, the following deputies have been designated:
ACCOUNTABLE MANAGER +357–24658006 (office)

Capt. Xanthos YEROLEMOU
+357–99623698 (mobile)
+357-2465006 (office)
FLIGHT OPERATIONS David JOHNSON
+357- 99641348 (mobile)
+357-2465006 (office)
CREW TRAINING Capt. Nicos KOTSAPAS
+357-99663266 (mobile)
+357–24643327 (office)
MAINTENANCE SYSTEM George HADJI-MITSIS
+357–99430479 (mobile)
+357–24658006 (office)
GROUND OPERATIONS Capt. Xanthos YEROLEMOU
+357–99623698 (mobile)

1-9
1.2.4 OTHER COMPANY APPOINTMENTS
FLIGHT SAFETY OFFICER ( *) Capt. Constantinos PITSILLIDES
FLIGHT SAFETY PROGRAM ADMINISTRATOR (* ) Stelios PANAYI / M. H´´ROUSOS
TECHNICAL PILOT ( *) Capt. Andreas VARNAVIDES
FLIGHT OPERATIONS STANDARDS &

Dimitris PAPAGEORGIOU
SUPPORT OFFICER ( *)
FLIGHT OPERATIONS ADMINISTRATION

Maria PAVLOU
OFFICER ( *)
OPERATIONS CONTROL MANAGER ( *) Yiannos YIANNAKI
NAVIGATION & PERFORMANCE OFFICER ( *) Theodoros THEODOROU
ASSISTANT NAVIGATION &

TBD
PERFORMANCE OFFICER ( *)
ROSTERING OFFICER ( *) Ioulia PAVLOU
OPERATIONS CONTROL ADMINISTRATION &

Afxentis AFXENTIOU
TRAINING OFFICER ( *)
CABIN CREW MANAGER ( *) Akis PHILIPPIDES
SENIOR TRAINER CABIN CREW ( *) Chrystalla MASOUD
SECURITY OFFICER ( *) Marios KYRIAKIDES
ADMINISTRATION PILOT David JOHNSON
FINANCIAL CONTROLLER Mikis ELLINAS
MARKETING & SALES MANAGER Stavros STAVROU
CUSTOMER SERVICES MANAGER Elena CHRISTOFORIDES
PERSONNEL & ADMINISTRATION OFFICER Harris VASSILIOU
Note: ( * ) denotes that duties and responsibilities are specified in Section 1.3 below,
“Duties and Responsibilities of Management and other Company Personnel”.

1 - 10
1.3 DUTIES AND RESPONSIBILITIES OF MANAGEMENT AND

OTHER COMPANY PERSONNEL
1.3.1 FUNCTIONS AND RESPONSIBILITIES
Th e six main functions of the Management are:
1. Determination of the Company’s flight safety policy.
2. Allocation of responsibilities and duties and issuing instructions to individuals, sufficient
for implementation of Company policy and the maintenance of safety standards.
3. Monitoring of flight safety standards.
4. Recording and analysis of any deviations from Company standards and ensuring
corrective action.
5. Evaluating the safety record of the Company in order to avoid the development of
undesirable trends.
6. Liaison with the Cyprus DCA Authority.

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1.3.2 GENERAL MANAGER (Accountable Manager)

The Accountable Manager is appointed by the Board of Directors of Eurocypria Airlines and
reports to the Chairman of the Board. He must be acceptable by the Cyprus DCA.
His functions, duties and responsibilities are:
 He has corporate authority for ensuring that all operations and maintenance activities
can be financed and carried out to the standard required by the Cyprus DCA and any
additional requirements defined by Eurocypria Airlines.
 He is responsible for providing the necessary resources, such as material, service,
training, personnel and facilities to enable the AOC Postholders to perform the tasks for
which they are responsible to ensure safe operations and airworthy aeroplanes.
 He establishes the Company’s formal written Quality and Safety Policy statement
defining the intent of the Quality System and his commitment to it. In this respect, he
will approve the definition of the Quality System, the frequency and structure of the
audit schedule and Quality Assurance Program.
 He will conduct regular, at least bi-annual meetings with the AOC Postholders and
Quality Manager in order to evaluate and regulate the following:
i) The nature of findings and the need for corrective action.
ii) Corrective action required to ensure that non-conformities do not reoccur.
iii) Schedule for the corrective actions.
 He is responsible for carrying out a periodic review of the management structure and
function to ensure that it remains appropriate to the prevailing conditions.
• He will participate in the Flight Safety Committee meetings in order to evaluate the
safety standards of the Company. He will promote safety awareness, monitor and
review safety performance and ensure that any necessary corrective action is taken in
timely manner.

1 - 12
1.3.3 FLIGHT OPERATIONS MANAGER (Postholder Flight Operations)

The Postholder Flight Operation shall normally be an active pilot with the status of Commander
and must be acceptable to the Cyprus DCA. He is appointed by the Board of Directors and the
General Manager and reports to the General Manager.
 To co-ordinate and supervise the Flight Operations department, the Training
Department and Operations Control Department.
 To determine flight operational standards and practices, and to ensure their compliance
with all relevant national and international regulations and with the provisions of
Eurocypria’s AOC.
 To co-operate, with all other Company departments, in aiming for the highest possible
degree of safety and for obtaining a satisfactory degree of punctuality, passenger
comfort and economy.
 To be responsible for the ownership, control and publishing of amendments, revisions
and instructions, where necessary in co-operation with the aeroplane manufacturer, the
Operations Control Manager, the Training Manager and / or Technical Pilot, of the
entire Operations Manual [Part A (GB), Part B (AOM), Operations Manual Part C (RM)
and Operations Manual Part D (TM)], in accordance with the provisions in GB 0.2.
 To comply with directives and / or AICs published by the Cyprus DCA.
 To publish other necessary directives for flight crew personnel, as outlined in GB 2.2.
 To participate in the selection and employment of flight and cabin crew.
 To call and chair hearings in case of accidents and incidents or, whenever he deems it
necessary, in case of irregularities or violations of legal provisions or internal directives.
 To organise inspection flights, to check the professional standard of the Company’s
flight crew, and to establish improvements in standards, procedures and training.
 To determine the usability of aerodromes for Company operations in accordance with
GB 8.1.2, to determine restrictions for their use and to lay down the appropriate
aerodrome operating minima.
 To determine the usability of areas and airways to be utilised for the Company’s flight
operation and to establish minimum flight altitudes (GB 8.1.1).
 To ensure that operations are only conducted along such routes and within such areas
for which:
i) Ground facilities and services, including meteorological services, are provided
which are adequate for the planned operation,
ii) The performance of the aeroplane to be used is adequate to comply with
minimum flight altitude requirements,
iii) The equipment of the aeroplane to be used meets the requirements for the
planned operation,
iv) Current maps / charts are available.
 To represent, as far as flight operations are concerned, the Company’s interests in
national and international bodies and institutions.
 To keep himself up-to-date on equipment developments and on flight operational
procedures.
 To ensure the functioning of the Quality System within the flight operation.

1 - 13
 To ensure that any contractor employed, (when contracting for the provision of certain
Flight Operations services), meets the required standards since the Company retains
responsibility for the maintenance of proper standards,
Note: As far the Postholder Flight Operations role and discretionary power in the
following fields are concerned refer to this Operations Manual Part A chapters GB
2.0, GB 3.0, GB 5.0, GB 10.0 and GB 11.0.
 To closely co-operate with all relevant departments in standardising and optimising
standards and procedures and enhance safety.
 To establish specific procedures and regulations; where necessary, in co-operation with
the Operations Control and Ground Operations.
 To establish aircrew numbers and flight schedules and ensure through the Operations
Control Manager optimum cost effectiveness of flight operations.
 To co-operate with the Crew Training Department in establishing the requirements flight
crews have to meet and in establishing check and training syllabi and procedures.
 To ensure, in co-operation with the Crew Training Department, that checks of his
personnel are being conducted in due time.
 To ensure the exchange of information and experience within his department and with
interfacing departments.
 To discuss relevant maintenance subjects and problems with the Maintenance
Department in order to ensure the airworthiness of all Company aircraft.
 To issue Flight Staff Instructions for his personnel, with aeroplane type specific or other
contents, to implement the provisions of the Operations Manual (Part A).
 To ensure effective monitor and control of flight documents.
 To maintain himself up-to-date in the Company’s route operations.
1.3.3.1 Deputy Flight Operations Manager

The Deputy Flight Operations Manager reports directly to th e Flight Operations Manager and
his main functions, duties and responsibilities are:
 To monitor the day-to-day implementation of the company’s flight operations policies.
 To directly supervise air crews and the day-to-day line operations, including
operations from overseas bases.
 To establish standards and to deal with pilot matters (line performance, grievances,
welfare, etc.) on a day-to-day basis.
 To review, manage and action as necessary, return flight documentation, including
Journey Logs, Commander’s reports and Commander’s discretion reports.
 To closely cooperate with the Training Manager, the Operations Control Manager and
the Rostering Officer for an efficient and on-time production of air crew rosters.
 To monitor and ensure compliance to the approved company’s flight time limitations
scheme for air crews.
 To maintain an active oversight of the operations.
 To deputise the Flight Operations Manager during his absence.
 Any other relevant duties assigned to him by the Flight Operations Manager.

1 - 14
1.3.4 TRAINING MANAGER (Postholder Crew Training)

The Postholder Crew Training shall normally be an active pilot with the status of a Type Rating
Examiner (TRE) Commander and must be acceptable to the Cyprus DCA. He is appointed by
the Accountable Manager and Postholder Flight Operation. He is responsible to the Postholder
Flight Operations.
 To co-ordinate with the Operations Manager in reviewing Company training standards
and methods.
 To co-ordinate all questions and matters relating to flight operational standards,
regulations / provisions and training.
 To establish for all required syllabi and check forms for all required training and checks,
in co-operation with the Postholder Flight Operation.
 To establish the professional prerequisites concerning employment / training /
upgrading of flight and cabin crew members, in co-operation with the Postholder Flight
Operation and with the Cabin Crew Manager (see GB 5.0).
 To hold editorial responsibility for the Operations Manual Part D (Training Manual).
 To co-ordinate with the other Postholders the contents of the Operations Manual Part D
(TM) and the training relevant subjects of the Operations Manual Part B (AOM).
 To appoint check and training personnel including type-rating examiners in close co-
operation with the relevant Cabin Crew Manager. The cabin crew department shall
nominate persons, whom they consider suitable.
 To liaise and ensure with the Cabin Crew Manager the uniformity of operational safety
and emergency procedures as detailed in the Company’s Operational Manual, meet all
National, International and Company requirements.
 To ensure, in co-operation with the Company’s rostering department, that all required
checks and training are conducted on time.
Note: It should be pointed out, however, that in the last instance, each individual crew
member is responsible for keeping his licence current. This implies the obligation
to inform the Operations Manager, the Training Manager and/or the Rostering
Office in good time if there is doubt that, by mistake, required training / checks
have not been scheduled.
 Any other duties allotted to him by the Operations Manager.

1 - 15
1.3.5 TECHNICAL MANAGER (Postholder Maintenance System)

The Postholder Maintenance System must be acceptable to the Cyprus DCA. He is appointed
by the Board of Directors and reports to the Accountable Manager.
The Postholder is responsible for monitoring and ensuring that the entire maintenance system
conforms to and is conducted in accordance with JAR–145 and procedures approved by the
Cyprus DCA.
His functions, duties and responsibilities are given below. A more detailed description can be
found in the Company’s Continuous Airworthiness Management Exposition (CAME) :
 To ensure, through the actions of Eurocypria Airlines (ECA) flight operations personnel
and maintenance contractors that pre-flight inspections are carried out in such a
manner as to render the aeroplanes fit for their intended and, where these tasks are
contracted to other organisations that their accomplishment is subject to the ECA
quality system.
 To ensure, through the actions of the respective maintenance contractors, that defects
and damage affecting safe operation are rectified to an approved standard, taking into
account the minimum equipment list and configuration deviation list for the aeroplane
type.
 To provide a maintenance programme approved by the Cyprus DCA for each aeroplane
operated by the Company including the associated reliability programme, and for
obtaining approval of all amendments to the programme.
 To ensure through the actions of the respective maintenance contractors that all
maintenance is carried out on time, to an approved standard, and in accordance with
the approved programme, such that the maintenance responsibility requirements
prescribed in EU-OPS 1.890 are satisfied.
 The co-ordination with contracted approved maintenance organisations for the issue of
variations and authorisations against the approved Maintenance Schedule or as
required with the approved organisation and the Cyprus DCA.
 To ensure, in conjunction with the respective maintenance contractor, the
accomplishment of any Airworthiness Directive and any other continued airworthiness
requirement made by the Cyprus DCA.
 To ensure, in conjunction with the respective maintenance contractor, that modifications
are accomplished in accordance with an approved standard, and for establishing a
policy for the embodiment of non-mandatory modifications and Service Information
which are published by the aeroplane, engine and component manufacturers.
 To ensure that the Certificate of Airworthiness for each aeroplane operated by the
Company remains valid in respect of:
i) The airworthiness of the aeroplane,
ii) The calendar expiry date specified in the Certificate, and
iii) Any other condition specified in the Certificate
 To manage the Company’s Technical Log System and ensuring that the log and any
subsequent amendments to the log are approved by the Cyprus DCA.

1 - 16
 To manage the Company’s system for the keeping of maintenance records, in a

manner acceptable to the Cyprus DCA, in association with the respective contracted
maintenance organisations. Ensuring hat Technical Logs are retained for 24 months
after the date of the last entry. Ensuring that when an aeroplane is permanently
transferred to another operator, the required records can be transferred to the new
operator.
 To ensure the functioning of the Quality System insofar as it affects maintenance and
engineering.
 To ensure that the maintenance contractor has a quality system for monitoring that the
contracted tasks are being performed in accordance with the procedures accepted by
the Cyprus DCA.
 To ensure that the personnel under his/her control are component to perform the tasks
required of them and to identify and provide any essential training and continuation
training necessary to ensure that maintenance-related personnel remain competent to
perform the tasks required of them, and are fully conversant with any new types of
variants of aeroplanes operated by the Company .
 To provide a Continuous Airworthiness Management Exposition (CAME) containing the
organisation structure, details of the management personnel and their duties and
responsibilities, the procedures to be followed to satisfy the Company’s maintenance
responsibilities and quality functions.
 To obtain Cyprus DCA’s approval of the Exposition and any subsequent amendments.
 To determine the Company policy for the maintenance system by which the Eurocypria
fleet of aeroplanes are maintained. To ensure through Engineering management that
the policy is implemented, controlled and maintained.
 To hold the overall control, co-ordination and quality of the Engineering and
Maintenance department.
 To hold the administration and discipline of all Engineering and Maintenance staff
including selection, training, recruitment after approval of the General Manager.
 To hold the approval and signatory to all Maintenance Repair/Overhaul and exchange
contracts. To determine near and long term Engineering and Maintenance budget
requirements and advising the General Manager of these requirements.
 To provide technical evaluation of new aeroplane types and to assist the Eurocypria
Board of Directors in their selection decisions.
 To hold the overall control and co-ordination of all data processing systems within the
Engineering and Maintenance department.
 To liaise with the Flight Safety Officer and serve on the Flight Safety Committee.
 To liaise with the Technical Pilot on aeroplane technical issues and proper maintenance
of the MEL manual.
 To plan the timely presentation of aeroplanes to the engineering support organization.
 To ensure that required standards of quality are achieved for all tasks carried out within
the area for which he is responsible, in accordance with the requirements of the Cyprus
DCA and with Company procedures.
 To take the necessary corrective action resulting for Quality audit discrepancies in the
areas for which he is responsible and daily review of any Air Safety Reports submitted.

1 - 17
1.3.6 POSTHOLDER GROUND OPERATIONS

The Ground Operations Postholder must be acceptable to the Cyprus DCA. He is appointed by
the General Manager and the Board of Directors. He reports directly to the General Manager.
 To ensure ground handling arrangements at base and outstations are in place.
 To ensure that all contractors/service providers meet the required safety and quality
standards and industry regulations, including but not limited to refueling/defueling
procedures, ground handling equipment, anti-ice/de-ice procedures and equipment.
 To ensure that all handling agents comply with their contractual obligations.
 To monitor the performance of contractors through flight reports and feedback from
crews as well as periodic visits.
 To co-operate with other relevant departments of the company and particularly
customer services in order to ensure that list and quality of services contracted reflect
company needs and standards.
 To ensure that all stations/ground handlers are furnished with correct and necessary
data in order to handle ECA aircraft in accordance to ECA procedures and
requirements.
 Work closely with the Quality Manager of the company in order to remedy possible
findings.
 To ensure proper and adequate initial and recurrent training is received by all ground
personnel as required by current regulations.
 To co-operate with all other company departments, in aiming for the highest possible
degree of safety and for obtaining a satisfactory degree of punctuality, passenger
comfort and economy.
 To liaise with the Flight Operations Manager, the Cabin Crew Manager, and the Flight
Safety Officer to enhance safety and standardization.

1 - 18
1.3.7 QUALITY MANAGER

The Quality Manager is responsible to the Accountable Manager.
 To manage and control of the EU-OPS 1.035/1.900 Quality System ensuring, where
required, remedial action is taken by the appropriate person.
 To monitor and control the amendment of the EU- OPS 1.905 Continuous Airworthiness
Management Exposition (CAME).
 To monitor and audit the contracted JAR 145 maintenance organisations.
 To effectively notify and liaise with the Cyprus DCA on behalf of the Company.
 To maintain an independent quality monitoring system.
 To maintain a close liaison with the Technical Manager on all matters relating to quality
functions and to ensure that faults and problems are quickly resolved in the standards
of maintenance of inspection systems, cleanliness and good housekeeping.
 To liaise with the Operations Manager and the Flight Safety Officer in the monitoring
and maintenance of safety standards within the Company.
 To monitor that all contracted maintenance is performed in accordance with the
contract.
 To perform regular audits of all sub-contracted maintenance activities, including:
i) Procedures and physical control of test equipment and necessary certification,
ii) Stores functions and that the correct paperwork is maintained,
iii) Shelf storage life procedures are adhered to,
iv) The functions of the Technical Records and Library Department to ensure that
records are constantly updated and maintained,
v) The audit of the Company’s aeroplane fleet to ensure that they are maintained
and serviced efficiently to provide the highest possible standards, and
vi) The monitoring of all work carried out and to check that it is to the standard
required by the Cyprus DCA and the Company, and that the approved
Maintenance program and Maintenance Manual instructions are strictly adhered
to.
 To plan the audit schedule.
 To identify problems and offer possible solutions.
 To ensure that corrective actions are taken and monitor their effects.
 To plan quality training.
 To create and cultivate quality awareness.

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1.3.8 FLIGHT SAFETY OFFICER

The Flight Safety Officer is appointed to this position by the Accountable Manager and
Postholder Flight Operations. He is responsible to the Postholder Flight Operations, however he
has right of access to the Accountable Manager and the Chairman of the Company in the event
that an issue is not resolved satisfactorily.
The Flight Saf ety Officer promotes and supervises operational safety as representative of the
Postholder Flight Operation for all safety related matters. He shall regularly report about his
function to the Postholder Flight Operation and to the Cyprus DCA to guarantee t he
maintenance of flight operational safety.
 To ensure that an accurate reporting and recording system for occurrences, incidents
and accidents is maintained in conjunction with the Postholder Flight Operations and
the Quality Manager.
 To monitor the Company Air Safety Reports submitted, the follow-up with the
Maintenance department and/or the Cyprus DCA and the dissemination of feedback to
all crew.
 To perform a control function in the area of flight safety including monitoring of training
procedures and standards within the framework of Operations Department.
 To survey and analyse the recorded safety information to establish trends and
formulation of any necessary recommendations to the Management.
 To establish and control a Confidential Reporting System applying to all Company
personnel.
 To encourage feedback from aircrew and other Company personnel of safety issues
through personal contact or the Confidential Reporting System.
 To bring incidents and non-routine occurrences, which have been submitted on a
confidential or anonymous basis, to the attention of the Operations Manager, Training
Manager and Technical Manager.
 To bring to the attention of the appropriate manager(s) any occurrences which indicate
that the Company‘s procedures may need revising in the interests of flight safety.
 To assemble and selectively disseminate of flight safety information (incident bulletins,
flight safety magazines, AICs, FODCOMs, NOTAMs, etc.) and provide adequate
publicity of flight safety matters within the Company.To organise at least four Flight
Safety Committee meetings annually, between the Operations, Maintenance, Cabin
Crew and other Company departments to ensure regular dialogue and review of all
safety matters throughout the Company’s operations.
 In conjunction with the Operations Manager, to participate in the investigation of any
accident or incident involving ECA aeroplanes or crew members.
 To co-operate with all relevant sections of the Operations Department regarding safety
matters.
 To supervise aeroplane handling regarding matters related to safety in co-operation
with the other related Company departments.
 To organise initial and recurrent Emergency and Safety equipment training and First Aid
Training for flight Crew in consultation with the Training Manager.
 The control of the Company’s Emergency Response Manual (ERM).
 To represent the Company at various Flight Safety forums.

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1.3.9 FLIGHT SAFETY PROGRAM ADMINISTRATOR

The Flight Safety Program Administrator reports to the Flight Safety Officer.
 Primarily to assist the Flight Safety Officer in running the Eurocypria’s Flight Safety
Program and Accident Prevention Scheme by:
i) Collecting, reviewing and processing the Air Safety Reports, and
ii) Collecting, processing and analysing flight data.
 To assist the Flight Safety Officer in collecting reviewing and circulating to air crew
accident and incident reports or other flight safety related material.
 To perform other safety related tasks.
 To support, when possible, the other departmental Administration pilots in their
management tasks as well as with other technical issues;

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1.3.10 TECHNICAL PILOT

The Technical Pilot is appointed to this position by the Postholder Flight Operations. He is
responsible to the Postholder Flight Operations.
 To liaise with Engineering and aeroplane manufacturer on general operational technical
matters.
 To monitor the technical status of the fleet by coordinating and attending frequent
meetings with Engineering.
 To establish and hold editorial responsibility of the OM (Part B) - MEL manual.
 To liaise with the Cyprus DCA airworthiness and operational departments and ensure
that the Operations Manual (Part B) meets all required legal and Eurocypria’s
standards.
 To participate in updating of Operations Manual (Part A), Operations Manual (Part B)
(AOM) and checklists in co-ordination with the Operations Manager, Training Manager
and Technical Manager.
 To liaise with the Operations Manager and Training Manager on technical and training
related matters.
 To support the investigations of technical problems, incidents and accidents.
 To issue technical information bulletins to the flight crews.
 To participate in technical recurrent training.
 To control and up-date the contents of the aeroplane library and spare wallets forms
with the co-ordination of the Navigation & Performance Officer.
 To supervise the distribution and revision service of the Operations Manual (Part B).
 With the consent of the Postholder Flight Operations, to conduct flight tests as
requested by the Maintenance Department after an aeroplane has undergone defined
maintenance, overhaul work, repairs or adjustments or for its renewal of the certificate
of airworthiness.

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1.3.11 FLIGHT OPERATIONS STANDARDS AND SUPPORT OFFICER

The Flight Operations Standards and Support Officer is appointed to this position by the
Postholder Flight Operations. He is responsible to the Postholder Flight Operations.
 Primarily to be responsible for the monitoring and reviewing of all relevant regulations
pertinent to Flight Operations, i.e. EU-OPS 1, JAR-FCL 1, ICAO Documents, Cyprus
DCA and UK CAA documentation.
 To recommend to the Operations Manager and Training Manager and/or incorporate
applicable regulatory amendments to Operations Manuals General / Basic and Training
Manual.
 To assist in the establishment, control and maintenance of an internal Quality
Assurance schedule within the whole of Operations Department.
 To cooperate with the Navigation & Performance Officer for the route and aerodrome
analysis of new destinations and with other aeroplane performance related matters.
 To support the Operations Manager and the other Administration pilots in their
management tasks as well as with other technical issues.
 In coordination and cooperation with relevant Managers / Administration pilots ensure
that the best practises and common understanding of regulations/procedures is
achieved and that standardised working procedures and methods are established and
maintained.

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1.3.12 FLIGHT OPERATIONS ADMINISTRATIONS OFFICER

The Flight Operations Administration Officer is appointed to this position by the Postholder
Flight Operations. He is responsible to the Postholder Flight Operations.
 To overlook the day-to-day correspondence of the Department and respond where
necessary.
 To check and action, on a daily, basis the Commander’s Reports and the Journey Logs.
 To monitor and prepare reports for the Extension of Flying Duty Period / Reduction of
Rest Period.
 To control primarily the Company’s Route Manual and provide assistance in the
updating of other Company’s Operations Manual.
 To arrange all Hotac and flight details for pilots during the simulator recurrent training in
coordination with the Training Manager. Assist Ground Operations arranging crew flight
schedules during overseas night stops.
 To settle invoices for Hotac, simulator, pilots’ claims, etc.
 In conjunction with the Personnel and Administration Officer to coordinate the pilots’
selection programs.
 To obtain quotations from TRTOs and/ or other Training establishments for aeroplane
conversion courses and simulator recurrent training.
 To support the Training Manager in the maintenance of the pilots’ training records.
 To control and update parts of the RM system as allocated by the Operations Manager
and the Operations Control Manager.
 To assist the other administrative pilots.
 To perform any other duties allocated by the Operations Manager.

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1.3.13 OPERATIONS CONTROL MANAGER

The Operations Control Manager is appointed to this position by the Accountable Manager and
Postholder Flight Operations. He is responsible to the Postholder Flight Operations.
 To liaise with all Company departments and the Cyprus DCA to maintain an efficient
Operations Control Department.
 To produce with the Marketing & Sales and Maintenance departments workable and
profitable flying program.
 To obtain traffic rights during ad-hoc flights.
 To obtain diplomatic clearances during ad-hoc flights.
 To liaise with the Postholder Flight Operations and the Security Manager on all aspects
of Aviation Security.
 To be responsible for the crewing of the Rostering, Navigations and Performance and
Operations Control sections of the department.
 The day-to-day administration of the operations Control department and supply of any
statistics required by the Accountable Manager of the Postholder Flight Operations.
 To ensure the safe, punctual and economic operations of all Company flights by
establishing or contracting out for professional ground handling of Company
aeroplanes, of their load, of flight / cabin crew and of passengers at all aerodromes the
Company operates.
 To maintain the Operations Control o rganization set-up as the co-ordination and
communication centre for actual flight operations.
 To plan, control and supervise, for each individual aeroplane, the operations schedule,
which implies close co-operation with maintenance (which will ensure that all required
checks are conducted in time or earlier) and strict observance of the flight and duty time
limitations laid down in GB 7.0.
 To react, in close co-operation with the individual Commander and, where necessary,
with the flight operations department, to operational irregularities, e.g. by having a flight
depart early or depart late, rerouting it or having it diverted enroute.
 To react, in close co-operation with the Commander, with the flight operations
department, other Company departments and with the appropriate authorities, to
irregularities and incidents related to security.
 To establish, maintain and conduct training programmes which enable the ground
personnel to safely and professionally conduct the ground handling and to act in the
most appropriate manner to prevent acts of unlawful interference and, if such act has
occurred, to minimise its consequences.
 To ensure, by regular checks, that ground personnel are being kept up-to-date and
properly instructed and that they are aware of their responsibilities and the relationship
of such duties to the operation as a whole.
 To closely cooperate with the Postholder Flight Operation in the publication of the
ground personnel and handling related directives in the Operations Manual (Part A),
OM (Part B) - (AOM), OM (Part D) (Training Manual) and other instructions (see GB
2.2).To ensure that all legal requirements and the provisions of the AOC relating to
ground operations are strictly observed.

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 To act as the Company’s representative to all authorities, as far as ground operations

are concerned.
 To act as the Company’s representative in connection with the planning, design and
construction of new aerodromes and the restructuring and operation of existing ones.

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1.3.14 NAVIGATION AND PERFORMANCE OFFICER

The Navigation and Performance Officer is appointed to this position by the Operations Control
Manager and the Postholder Flight Operations. He is responsible to the Operations Control
Manager.
 The promulgation of aerodrome runway analysis and the area and aerodrome briefing.
 To liaise with the Navigation Database (NDB) provider for the FMC data base accuracy,
up-date and validity.
 To liaise with Jeppesen for the navigation charts and JetPlan Operational Flight Plan.
 To liaise with Flygprestanda for the accuracy and up-date of the aerodrome runway
analysis.
 To check the feasibility route planning as required by the Marketing and Sales
department.
 To co-ordinate with the Technical Pilot the distribution of the Aeroplane Operating
Manual amendments.
 To perform any other tasks allocated by the Operations Control Manager and/or
Operations Manager.
 Amending the AHM560 data of standards regarding the load, weight and balance, and
proposing to the Technical pilot the necessary amendments for approval.

 Verify standard pantry weights as per company’s schedule after collecting all necessary
info from the related departments (Customer Services, Inflight Sales, Engineering,
Flight Operations) and transmit all data to the appropriate department for relevant
manual update..

 Calculate amended aircraft weights and indexes after re-weighting or major aircraft
modification take place.
 Action any discrepancy found in manual or computerized loadsheet construction and
transmit corrected data to the relevant station.

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1.3.15 ASSISTANT NAVIGATION AND PERFORMANCE OFFICER

The Assistant Navigation and Performance Officer is appointed to this position by the
Postholder Flight Operations, the Operations Control Manager and the Navigation and
Performance Officer. He is responsible to the Navigation and Performance Officer.
 To keep records of map, chart and navigation document amendments. To control and
amend all Jeppesen manuals.
 To control and amend the Company’s library.
 To maintain in good condition the fleet aeroplanes and Operations Control manuals.
 To assist the Navigation and Performance Officer on performance and navigation
related matters.
 To perform any other tasks allocated by the Navigation and Performance Officer and/or
the Operations Control Manager.

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1.3.16 ROSTERING OFFICER

The Rostering Officer is appointed to this position by the Operations Control Manager and the
Postholder Flight Operations. He is responsible to the Operations Control Manager.
 The production of all aircrew rosters within the structure laid down by the Company’s
Flight Time Limitations Scheme.
 In consultation with the Training Manager to roster initial, recurrent and simulator
training.
 In consultation with the Training Manager and the Cabin Crew Manager to roster initial
and recurrent training of all cabin crew.
 To book hotel accommodation and crew transport of all aircrew.
 To submit the leave and sickness reports to the Personnel and Administrations
department.
 To establish the required aircrew numbers to support the Company’s flying program.
 To accommodate where practicable all requested aircrew roster changes.

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1.3.17 OPERATIONS CONTROL ADMINISTRATION AND TRAINING OFFICER

The Operations Control Administration and Training Officer is appointed to this position by the
Operations Control Manager and the Postholder Flight Operations. He is responsible to the
Operations Control Manager.
 The Flight Planning, Flight Watch, Rostering, Crew Control, Navigation and Aeroplane
Performance.
 To establish the necessary prerequisites concerning induction and training of
Operations Control Duty Officers and Assistants, in cooperation with the Training
Manager & Operations Control Manager.
 To coordinate with the Operations Control Manager in reviewing Company training
standards and methods with regards to the Operations Control Officers personnel.
 To hold editorial responsibility of the Operations Control Manual and coordinate with the
Rostering Officer and Navigation and Performance Officer regarding its contents.
 To produce the Operations Control shift roster to support the Company’s flight support
requirements throughout the Company network.
 To perform any other relevant duties assigned by the Operations Control Manager
and/or Operations Manager.

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1.3.18 CABIN CREW MANAGER

The Cabin Crew Manager shall normally be an active senior cabin crew member appointed by
the Accountable Manager and Postholder Flight Operations. He is responsible to the Postholder
Flight Operations.
 To supervise all cabin service related activities in the Company in order to ensure a
maximum of professionaland friendly passenger service.
 To co-operate with the Crew Training department in establishing the requirements for
employment that cabin personnel (cabin crew members) have to meet, and in
establishing check and training syllabi and procedures.
 To ensure standards of the Emergency and Safety Equipment Training are maintained/
 To ensure competence of SCCM and other cabin crew members.
 To liaise and ensure with the Training Manager the uniformity of operational safety and
emergency procedures as detailed in the Company’s Operational Manual, meet all
National, International and Company requirements.
 To closely cooperate with the Postholder Flight Operation in the publication of cabin
crew related instructions in the Operations Manual which shall aim to ensure the safety
of cabin, passengers and cabin crew on the one hand, are passenger service oriented
on the other and contain the relevant abnormal and emergency procedures.
 To hold editorial responsibility for the Operations Manual - Cabin Safety Procedures
Manual (CSPM).
 To conduct check flights; to check the professional standard and development of his
personnel; to prescribe additional training.
 To ensure, in co-operation with the Crew Training Department and Senior Trainer Cabin
Crew that checks of his personnel are being conducted in due time.
 To ensure the exchange of information and experience within his and with interfacing
departments.
 To carefully process occurrence reports (see GB 11.0) and other reports, to investigate
cabin related irregularities and to recommend remedial action to the Postholder Flight
Operation.
 To request the Postholder Flight Operation to call a hearing, when such action seems
appropriate (accident, irregularity, violation) and to cooperate in the resulting
investigation.
 To participate in regular assessments of the safety of the aeroplane cabin’s
installations, and to recommend, in co-operation with the Postholder Flight Operation,
improvements.
 To keep up-to-date on cabin service related developments.
 To cooperate in improving technical installations in the cabin, in improving passenger
safety and comfort, and in improving the on-board service.

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1.3.19 SENIOR TRAINER CABIN CREW

The Senior Trainer Cabin Crew shall normally be an active senior cabin crew member
appointed by the Cabin Crew Manager and Postholder Flight Operations. He is responsible to
the Cabin Crew Manager.
 To assist and deputise the CCM in the organisation and management of the Cabin
Crew Department.
 To organise and manage cabin crew training programs including ab-initio, recurrent and
refresher training.
 To perform proficiency checks (line checks) in accordance with the Company‘s training
Manual and ensure that proficiency is maintained to the required standard.
 To liaise with the Senior Training Captain and Flight Safety Officer on training and flight
safety matters including emergency procedures and safety equipment.
 To assist in maintaining and amending the Cabin Crew Manual and ensure that
documentation on the aeroplane is in order.
 To participate in the formulation of the on-board service offered and ensure that high
level of customer service is achieved.
 To liaise with other departments e.g. Customer Services, Engineering, Finance and
Accounts in order to ensure effective communication of policies and programs to the
cabin crew members.

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1.3.20 SECURITY MANAGER

The Security Manager is responsible to the Accountable Manager. The Security Manager
manages and has the daily operational control of the corporate security department.
 To advice the Eurocypria management regarding the implementation of the corporate
security program.
 To cooperate with the Department of Civil Aviation and Cyprus Police on aviation
security matters.
 To represent the Company at national and international level, in security matters.
 To update the General Manager and Operations Manager for security incidents related
to Eurocypria and aviation security in general.
 To monitor threats and their assessment, in cooperation with the corporate Operation
Control Center, Cyprus Police and the security officers of the airports involved.
 To submit proposals and recommendations for the improvement of implementation of
the corporate security program, the staffing of security department and the utilization of
appropriate security technologies.
 To cooperate with the corporate Directors regarding the implementation of the
corporate security program and staff training.
 To be responsible for the quality control for security, of the corporate stations.
 To inform the management for the level of implementation of the corporate security
program and submits proposals for corrective actions in order to enhance its efficiency.
 To participate in the corporate Threat Assessment Team for threats against aeroplanes,
facilities and offices of Eurocypria.
 To represent Eurocypria in the Aerodrome Security Committees of the base
aerodromes of the Company.

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1.4 AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE COMMANDER
1.4.1 GENERAL
The Commander exercises the final authority in relation to the operation of the aeroplane. He is
responsible for its safety as well as that of the passengers, crew and cargo as long as he
retains responsibility. Therefore, he must take all measures required for safety, whether on the
ground, during take-off, in flight, landing or taxiing.
The responsibility of the Commander for the safety of the aeroplane and its occupants and
cargo begins when he takes control of the aeroplane. It ends when he hands the aeroplane
over to authorised ground personnel or to the next flight crew taking charge. Finally, his
responsibility also ends when he has parked the aeroplane and locked and sealed it.
All persons on board the aeroplane must obey all lawful directions given by the Commander to
ensure its and their safety. The Commander has the authority to impose any measures he
deems appropriate, including restraint, upon persons who, in his opinion, have committed or are
about to commit an offence against penal law. This authority extends also to acts committed by
any persons which the Commander feels will jeopardise the safety of the aeroplane, its
occupants or cargo. Furthermore, any such action may be undertaken in order to enable t he
Commander to deliver such a person to the Authority.
The Commander has the authority to disembark any person or any part of the cargo, which, in
his opinion, may represent a potential hazard to the safety of the aeroplane or its occupants. He
must not allow any person who appears to be under the influence of alcohol or drugs to be
carried on the aeroplane (see GB 8.2.3). The Commander may refuse inadmissible
passengers, deportees or persons in custody whose carriage may pose a risk to the safety of
the aeroplane or its occupants.
The Commander must ensure that all operational procedures and checklists given in and
required by the Operations Manual (Part B) are complied with. In an emergency situation
requiring immediate and decisive action, he may take any measures he considers necessary
under the circumstances. In such cases, and only in order to ensure the safety of the aeroplane
and its occupants and cargo, he may deviate from rules, operational procedures and methods.
The Commander sets priorities. His decisions must give absolute priority to safety, and have
due regard for economy, passenger comfort and adherence to schedule.
Notwithstanding his overall responsibility, he is authorised to delegate tasks to his crew and to
other suitable personnel. It is his duty to co-ordinate, supervise and check the tasks of his crew.
He should encourage teamwork and ensure that his crew members receive all information
essential for the performance of their tasks.
He shall not allow any cre wmember to perform any activity during take-off, initial climb, final
approach and landing except those duties required for the safe operation of the aeroplane.
The Commander shall ensure that, during a particular flight, the entire crew adheres to duty and
rest time limitations as outlined in GB 7.0.
He co-ordinates the performance of flight deck related tasks and duties and decides on who
acts as pilot flying. In order to promote the aeronautical experience and knowledge of his co-
pilot, the Commander shall give him the opportunity to plan and conduct the flight, or portions
thereof, under his supervision. However, the Commander shall himself perform any take-offs,

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approaches, landings and all other phases of flight which he considers critical or presenting
special difficulty.
1.4.2 PRIOR TO FLIGHT
The Commander shall strictly observe and meet the requirements of GB 5.1.
He shall obtain and check all available aeronautical and meteorological information pertinent to
his next flight including NOTAMs, SNOWTAMs, runway and conditions, temperature / pressure
reports, significant weather, upper wind and aerodrome meteorological forecasts.
This information will enable the Commander:
 To judge if the weather and the visibility / RVR at the aerodrome and the condition of
the runway intended to be used will allow for a safe take-off and departure (with due
regard to all relevant performance aspects of the Operations Manual (Part B)-(AOM),
 To select destination alternate and take-off alternate aerodromes prior to flight, with due
regard to the prescribed planning minima,
 To calculate the required uplift of fuel and oil for the operational flight plan, these
quantities being based on the expected operating conditions and sufficing for a safe
completion of flight. If the flight plan is calculated by third parties, it is his responsibility
nevertheless to ensure that these requirements are met, and
 If not already performed by ground personnel, to submit to the appropriate ATS unit a
flight plan or sufficient information for the initiation of SAR action should the flight
become overdue.
He must conduct a crew briefing, covering information and particulars pertinent to the individual
flight.
He must ensure that the prescribed pre-flight checks and inspections have been or are being
carried out, and decides whether or not to accept an aeroplane with
unserviceable items allowed by the CDL or MEL.
When preparing the flight, he shall, by examining the available documents and maintenance
releases of authorised personnel, determine and certify by signing the appropriate documents
that:
1. The aeroplane is airworthy,
2. The aeroplane configuration is in accordance with the CDL,
3. The instruments and equipment required for the flight to be conducted are available,
4. The instruments and equipment are in operable condition except as provided in the
MEL,
5. Those parts of the Operations Manual (Part B), which are required for the conduct of
the flight, are available,
6. The documents, additional information and forms required to be available are on board,
7. Current maps, charts and associated documents or equivalent data are available to
cover the intended operation of the aeroplane, including any diversion which may
reasonably be expected,
8. Ground facilities and services required for the planned flight are available and
adequate,

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9. The provisions specified in the Operations Manual (Part B) in respect of fuel, oil and
oxygen requirements, minimum safe altitudes, aerodrome operating minima and
availability of alternate aerodromes, where required, are complied with for the planned
flight,
10. The load is properly distributed and safely secured,
11. The weight of the aeroplane, at the commencement of taxiing and the take-off roll, will
be such that the flight can be conducted in compliance with the Operations Manual
(Part B)- (AOM); and
12. Any operational limitation in addition to those covered by (9) and (11) above can be
complied with.
Prior to taxiing, he must ensure that:
 The ramp is clear,
 The aeroplane’s external surfaces are clear of any deposit, which might adversely affect
its performance and / or controllability (see GB 8.2.9),
 The passenger cabin and galley(s) are secured, all equipment and baggage is properly
stowed, that all exit and escape paths are unobstructed, and that relevant emergency
equipment remains easily accessible for immediate use,
 All emergency evacuation systems that deploy automatically are armed,
 Each passenger occupies a seat with his safety belt / harness properly secured, and
 Passengers have been appropriately briefed.
Prior to take-off, he must ensure that all crew members occupy their stations.
1.4.3 IN FLIGHT
In flight, the Commander must co-ordinate the tasks of the flight crew so as to ensure that the
operation is conducted in accordance with the principles of good airmanship.
He is responsible for:
 The observation of all noise abatement regulations, as long as they are not detrimental
to safety.
 The precise navigation, observation of minimum altitudes’
 The use of all available Air Traffic Services.
 The observation of limitations, proper use and proper handling of the aeroplane’s
systems, including strict use of checklists.
 Ensuring that abnormal or emergency situations, requiring the application of part of an
abnormal or emergency procedure, are not simulated during commercial public
transport flights (this also applies to simulation of IMC by artificial means).
 The observation and evaluation of the development of the meteorological situation,
specifically forecasts for the route to be flown, for enroute alternates and for the
destination aerodrome and its alternate(s).
 Ensuring that the amount of usable fuel remaining suffices to proceed to an aerodrome
where a safe landing can be made, with final reserve fuel remaining (GB 8.3.7).

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 Ensuring that the applicable provisions for re-planning the flight are met.
 The timely corrective action(s), whenever system malfunctions or other variables i mpair
the aeroplane’s operation.
 Informing the crew and relevant ground personnel of the situation and his decisions
following any malfunction or abnormality which affects the flight.
 Ensuring that a flight data recorder is not disabled, switched off or erased, in the event
of an accident or an incident.
 Ensuring that a cockpit voice recorder is not disabled or switched off unless he believes
that the recorded data (which would otherwise be erased) should be preserved for
investigative purposes.
 Ensuring that data on a cockpit voice recorder is not manually erased in the event of an
accident or incident.
 Ensuring that, by keeping close contact with his cabin crew, a polite and efficient
passenger service is being provided.
 Ensuring that all requirements concerning cabin safety are being observed and, in
particular, that all provisions (outlined under GB 1.4.2) to be met “prior to taxiing” are
also fulfilled prior to landing.
 Ensuring that, when leaving cruising level for descent, a check is carried out to ensure
that the landing distance requirements can be met, taking into account runway
condition and aeroplane configuration, and the MSA has been identified.
 Ensuring that, prior to landing, all crew members occupy their stations.
1.4.4 AFTER FLIGHT

After flight, the Commander ensures that the Flight and Commander’s reports and the
Aeroplane Technical Log are completed. He prohibits erasure of data recorded on a flight data
recorder and a cockpit voice recorder in the event of an accident or incident having occurred
which may be subject to mandatory reporting.
Note:
In the unlikely event that the tech-log is not signed by the commander at the end of the flight
then:
(a) Every effort should be made to contact the Captain or co-pilot of the incoming flight and if
possible either of them must duly complete and sign the tech-log.
(b) If not possible for either of them to sign the tech-log, then the operating outbound Captain
is authorised to sign provided he has satisfied himself on the status of the aircraft after
contacting either of the pilots of the incoming flight.
He hands over the aeroplane to the next crew or to the maintenance personnel, or parks, locks
or seals and secures the aeroplane properly.
At aerodromes without handling personnel under contract to the Company (e.g. after a
diversionary landing) it is the Commander’s responsibility to ensure that all passengers, the
aeroplane’s load (e.g. live animals) and the aeroplane are well taken care of. He must also
ensure the security of the aeroplane.

1 - 37
He files written occurrence and accident reports as prescribed in GB 11.0, communicating also
by telephone or facsimile if necessitated by the urgency of the matter.
He directs the attention of appropriate personnel to technical and operational particulars and
problems encountered.
NOTE: The Captain is responsible to bring to the attention of the company any missing items
pages or forms from all the company’s publications comprising the aircraft library. For this
purpose, a special form ´´Missing Items Form´´ can be found on board in the spares form file
(see App.1.14 of this manual)

1 - 38
1.5 DUTIES AND RESPONSIBILITIES OF CREW MEMBERS OTHER THAN

THE COMMANDER
1.5.1 DUTIES AND RESPONSIBILITIES OF THE CO-PILOT

The co-pilot is the Commander’s deputy. The co-pilot shall assume the role of pilot-in-command
when so directed by the Commander (see GB 4.1). If the Commander becomes incapacitated,
the co-pilot assumes the Commander’s authority and the responsibility for the aeroplane and its
crew, its passengers and load (see GB 4.3).
Therefore, it is his duty to responsibly participate in the preparation of the flight and to
attentively monitor its progress in order to be able to assume this authority / responsibility at any
given moment.
He cooperates, in a responsible manner, as a member of the aeroplane’s crew, and
meticulously performs the work routinely assigned to him or delegated to him by the
Commander.
1.5.1.1 PRIOR TO FLIGHT

The co-pilot shall meet the qualification requirements of GB 5.1. He participates in the
Commander’s crew briefing, and avails himself of all relevant aeronautical and meteorological
information (including NOTAMs, forecasts and runway condition reports) as well as of relevant
papers documenting the aeroplane’s technical status and its anticipated load.
By delegation of the Commander, the co-pilot will usually:
 Calculate the take-off data and reconcile this with the operational flight plan (OFP).
 Ensure that the ATC flight plan has been filed (whenever those tasks have been
delegated to others, he shall cross-check these documents before handling them over
to the Commander for signature).
 Check that the prescribed manuals, maps, charts, documents and forms are on board
and cover the aeroplane’s intended operation until return to a home base.
 Check the radio and navigation equipment for proper functioning.
 Ascertain that fuel on board and the required fuel are identical and equal to or higher
than the minimum fuel specified by the OFP.
 At outstations, check that the correct fuel type is loaded, supervise the fuelling of the
aeroplane, and ensure proper distribution of fuel.
1.5.1.2 IN FLIGHT
In flight, the co-pilot, as directed by the Commander, executes the tasks and functions of either
the pilot flying or the pilot monitoring. He assists the Commander in the management of the
flight deck work by helping with a well-balanced distribution of tasks, by exchanging information,
by monitoring the flight’s progress and the aeroplane’s systems, by checking navigational
accuracy, keeping a look-out and in general maintaining high level of situation awareness.
Notwithstanding the overriding authority of the Commander, it is of the utmost importance that
the co-pilot draws the attention of the Commander to anything which may impair the safety of
the flight and which may not yet have been noticed by the Commander. Examples of this might
include exceeding limitations, abnormal indications, changes in meteorological conditions

1 - 39
enroute or at alternates / destination, ambiguous ATS clearances, deficiencies in navigation or

the aeroplane’s handling, abnormal response of the aeroplane to control inputs, etc.
The co-pilot ensures completion and retention of all mandatory documentation, (e.g. the
operational flight plan, weather reports, load and trim-sheets, NOTAMs, journey log, etc.).
1.5.1.3 AFTER FLIGHT

After flight, the co-pilot assists the Commander:
 To complete the aeroplane’s documentation.
 To stow, for the use of the aeroplane’s next flight crew, all manuals, maps and charts
which form part of the flight deck library.
 To hand over the aeroplane to its next crew or to appropriate maintenance personnel
or, where this is impossible, having the aeroplane secured.
 To hand over the completed flight documentation to authorised personnel or forwarding
such documents by other means.

1 - 40
1.5.2 DUTIES AND RESPONSIBILITIES OF CABIN CREW MEMBERS

Cabin crew members fulfil three important functions:
1. Under the overall authority and responsibility of the Commander, they ensure cabin
safety (GB 8.3.15 in connection with GB 8.3.16), i.e. the safety of the passengers and
the security of cabin load and galleys,
2. Form the link between the passengers and the flight crew, and
3. Provide an optimum of comfort and service to the passengers, namely the passengers,
and by their courtesy, efficiency, thoughtfulness and ready assistance directly shape
the Company’s image.
A Senior Cabin Crew Member (SCCM) will be nominated by the Company on every public
transport flight:
 To direct, coordinate and organise the functions and tasks of the cabin crew.
 To be responsible to the Commander for the conduct and coordination of cabin safety
and emergency procedures specified in the Operations Manual, and for their
passengers.
 To inform the flight crew of all irregularities and malfunctions and, at the prescribed
times, report cabin secure or cabin not secure.
Cabin crew members and senior cabin crew members (SCCM) must meet the qualification and
recency requirements of GB 5.3.
1.5.2.1 PRIOR TO FLIGHT

Prior to flight, all cabin crew members must participate in the Commander’s cabin crew briefing
(GB 8.3.15.2 ), receiving information and particulars pertinent to the particular flight.
Whenever, due to unforeseen circumstances, the Company designated senior cabin crew
member (SCCM) is not available for duty and cannot be replaced by the crew scheduling
department (e.g. by crew on stand-by), the Commander will nominate the cabin crew member
holding the highest seniority to the duties and responsibilities of senior cabin crew member. In
such a case, a full review of all relevant safety / emergency provision s shall be held during the
crew briefing.
After boarding the aeroplane, cabin crew members shall check the emergency equipment
(GB 8.3.15.3), other equipment and the catering equipment and immediately report deficiencies
to the senior cabin crewmember for further action.
When passenger boarding begins, they will take up their prescribed positions.
1.5.2.2 IN FLIGHT
In flight, they conduct the passenger service as well as fulfilling the safety relevant tasks of
GB 8.3.15 and GB 8.3.16. In the event of an emergency situation, they proceed to their
emergency stations (see OM Part B - AOM); the senior cabin crewmember immediately
contacts the flight crew for instructions.
At transit stations, cabin crew members ensure proper cleaning of the aeroplane’s cabin and
re-catering for the next flight. They are also responsible for ensuring the security of the cabin.

1 - 41
1.5.2.3 AFTER FLIGHT

After flight, cabin related documentation must be completed. Occurrence reports, before being
handed over to ground personnel, must be counter-signed by the Commander.
Boxes / carts containing duty free items must have been sealed, as prescribed. Cabin crew
members shall ensure the orderly hand over of the cabin to the next cabin crew or, where
applicable, to the catering or cleaning personnel or to maintenance (shift supervisor).

1 - 42
1.6 COMPANY AEROPLANES’ REGISTRATION AND SERIAL NUMBERS
AEROPLANE REGISTRY AEROPLANE SERIAL TABULATION SELCAL

TYPE NUMBER NUMBER NUMBER NUMBER CODE
5B - DBU 533 32796 YC 186 HP - AM
5B - DBV 534 30654 YC 187 HP - BQ
B737 – 800 W 5B - DBX 537 33699 YC 189 HS - JM
5B - DBZ 261 33030 YJ 947 AS - HL
5B - DBR 538 30720 YC 190 JQ-AG
1.7 COMPANY AIR OPERATORS´ CERTIFICATE (AOC)

OPERATIONS SPECIFICATIONS
Type of Operations Commercial Air Transport, Passenger & Cargo
Special Limitations Approved Flight Time Limitations Scheme
Special Authorizations IFR CAT I
CAT II operations DH 100ft RVR 300m
CAT IIIA operations DH 50ft RVR 200m
Low Visibility Takeoff 150 RVR
RVSM-EUR
ECAC Airspace BRNAV
RNP-5
Provision of Cabin Crew Initial training and issue of
attestation (Subpart O)

1 - 43
1.8 COMPANY AIR OPERATOR’S CERTIFICATE AREA

Eurocypria Airline’s AOC restricts operations within Region DD, being the area enclosed by
rhumb lines joining successively the points with co-ordinates as shown on the table below
and to the schematic on next page.
LATITUDE LONGITUDE
0 0
68 00’ N 28 00’ W
680 00’ N 000 00’ E / W

0 0
73 00’ N 15 00’ E
0 0
73 00’ N 30 00’ E
680 00’ N 450 00’ E
680 00’ N 560 00’ E
350 00’ N 560 00’ E
230 00’ N 750 00’ E
150 00’ N 830 00’ E

0 0
05 00’ N 85 00’ E
000 00’ N 730 00’ E
190 00’ N 630 00’ E
020 00’ N 540 00’ E

0 0
25 00’ S 60 00’ E
400 00’ S 100 00’ E
020 00’ N 050 00’ E
020 00’ N 100 00’ W

0 0
15 00’ N 25 00’ W
550 00’ N 150 00’ W
680 00’ N 280 00’ W

1 - 44

1 - 45
DEFINITION OF THE AREA FOR FLIGHTS WITHIN EUROPEAN REGION

1 - 46

OPERATIONAL CONTROL AND SUPERVISION GB (OM A)
2-1
TABLE OF CONTENTS
Paragraph Page
2.0 OPERATIONAL CONTROL AND SUPERVISION ................................ ..................... 2
2.1 SUPERVISION OF THE OPERATION BY THE OPERATOR ................................ ..... 2
2.1.1 CONDUCT OF FLIGHT OPERATIONS ................................ ......................... 2
2.1.2 COMPANY REGULATIONS AND POLICIES ................................ ................. 2
2.1.3 LICENSE AND QUALIFICATION VALIDITY .................................................. 3
2.1.4 CONTROL, ANALYSIS AND STORAGE OF RECORDS ................................ 4
2.2 SYSTEM OF PROMULGATION OF ADDITIONAL OPERATIONAL INSTRUCTIONS
AND INFORMATION ................................ ................................ .............................. 8
2.2.1 GENERAL ................................ ................................ ................................ .. 8
2.2.2 FLYING STAFF INSTRUCTIONS (FSIS) ................................ ...................... 8
2.2.3 COMMANDER FLIGHT BRIEF................................ ................................ ..... 8
2.2.4 OTHER COMPANY PUBLICATIONS ............................................................ 9
2.2.5 REPORTS ................................ ................................................................ .. 9
2.3 ACCIDENT PREVENTION AND FLIGHT SAFETY PROGRAMME ...........................10
2.3.1 GENERAL ................................ ................................ ................................ ..11
2.3.2 RESPONSIBILITY OF THE MANAGEMENT ................................ ................ 11
2.3.3 COMMUNICATION ................................................................ ..................... 11
2.3.4 HUMAN FACTORS ................................................................ .................... 11
2.3.5 AIM AND SCOPE ................................ ....................................................... 12
2.3.6 FLIGHT SAFETY COMMITTEE ................................ ................................... 13
2.3.7 RECORDERS ................................ ............................................................ 13
2.3.8 FLIGHT DATA MONITORING PROGRAMME ................................ .............. 14
2.4 OPERATIONAL CONTROL ................................................................ ............... 18
2.4.1 FLIGHT CREW CONTROL AND SUPERVISION................................ .......... 18
2.4.2 TRAINING ................................ ................................ ................................ ..18
2.4.3 TECHNICAL MATTERS ................................ ................................ .............. 18
2.4.4 ADMINISTRATIVE SUPPORT ................................ ................................ ....19
2.4.5 OPERATIONS CONTROL ................................................................ .......... 19
2.4.6 CONDUCT OF OPERATIONS ................................ ................................ .... 19
2.4.7 CONTROL IN THE EVENT OF DIVERSION ................................ ................ 19
2.5 POWERS OF AUTHORITY ................................................................ .................... 20

GB (OM A) OPERATING PROCEDURES
OXYGEN REQUIREMENTS
2- 2
2.0 OPERATIONAL CONTROL AND SUPERVISION
2.1 SUPERVISION OF THE OPERATION BY THE OPERATOR
2.1.1 CONDUCT OF FLIGHT OPERATIONS

All flights under the jurisdiction of Eurocypria Airlines operations shall be conducted in
accordance with Eurocypria Airlines operating policies as follows:
“SAFETY SHALL ALWAYS HAVE FIRST PRIORITY”
Depending on the actual situation and with due regard to the seriousness of possible
consequences, economy, schedule and passenger comfort have to be weighed carefully
against each other.
It must be clearly understood that policies in the Operations Manual (Part A), General / Basic
(GB), e.g. fuel policy, planning and in-flight re-planning policies, etc., reflect minimum
requirements in the interest of safe operations.
The Commander may at all times apply a policy in a more restrictive sense if the prevailing
circumstances so require or he deems a higher safety standard justified in a specific situation.
All flight personnel are subject to Eurocypria Airlines orders and regulations and to disciplinary
action in case of violations and irregularities.
2.1.2 COMPANY REGULATIONS AND POLICIES
2.1.2.1 GENERAL
Company regulations are based on compulsory international, national and local regulations and
must be used for planning and executing of all Company flights. Should it be observed that
Company regulations, inadvertently violate official rules and regulations, the latter shall be
followed, and the discrepancy must be reported via the Commander’s Report.
All general Company policies and procedures for flight operations which are permanent must be
contained in this manual.
Policies and procedures which are valid only for certain countries, areas or routes are
published in the Operations Manual (Part C) (Jeppesen Airway Manual and AERAD
Supplements) and supplement the regulations in the Operations Manual (Part A), General /
Basic (GB).
2.1.2.2 APPLICABILITY
Under routine conditions strict compliance is required with all policies, rules, regulations and
procedures laid down in the Operations Manuals.
No regulation can be a substitute for awareness.
Nothing in the manual, however carefully outlined and precisely adhered to, can replace the
exercise of good judgement and the application of safe operating practices if conditions so
dictate.
Revision: 6 / 14-Jul-2008 2008Eurocypria Airlines Ltd.

2-3
In emergency situations, all instructions are guiding principles; it is the Commander’s authority
to apply them when and as far as the situation warrants.
Normally the Company’s Standard Operating Procedure response to an abnormal or
emergency situation should be followed, unless there are overriding reasons for these
procedures to be by-passed, due, for example, to an unanticipated set of circumstances arising
or lack of sufficient time to complete the laid-down procedure. Conditions may necessitate the
Commander’s temporary disregard of instructions, if, in his opinion, this is in the best interests
of safety.
2.1.3 LICENSE AND QUALIFICATION VALIDITY
2.1.3.1 FLIGHT CREW

Licenses for flight crew are normally issued by a JAA Member State in accordance to JAR-FCL
standards. Non JAR-FCL flight crew licences must be accepted and validated by the Cyprus
DCA. The period of validity is laid down in the flight crew license file.
A Flight Crew licence entitles the holder to exercise the privileges of the licence only as long as
it remains valid.
Whilst the Company will make every endeavour to ensure that a flight crew member is re-
trained or re-tested prior to the expiration of any part of his licence, the final responsibility for
ensuring his licence remains valid rests with the license holder.
Revalidation is organised between the crew and the Company.
2.1.3.2 CABIN CREW

License issued by Company on the basis of Cyprus DCA regulations.
2.1.3.3 OPERATIONS CONTROL PERSONNEL

Procedures governing the Operations Control personnel may be found in the Operations
Control, Standards Procedures Manual.

OXYGEN REQUIREMENTS
2- 4
2.1.4 CONTROL, ANALYSIS AND STORAGE OF RECORDS
2.1.4.1 GENERAL
All records and all relevant operational and technical information for each individual flight as
shown in the tables below will be stored according to the prescribed retention periodand should
be accessible or produced when requested to any person authorised by theCyprus DCA.
The records of all initial, conversion and recurrent training and checking are made available, on
request, to the crew member concerned.
Where a crew member becomes a crew member of another operator, Eurocypria should upon
request, disclose to the new operator the flight, duty and rest records of the crew member.
Table 1
INFORMATION USED FOR THE PREPARATION

RETENTION PERIOD
AND EXECUTION OF A FLIGHT
Operational flight plan (OFP) 3 months
24 months after the date
Aeroplane Technical Log
of the last entry
Route specific NOTAM / AIS briefing documentation if
3 months
edited by the operator
Weight & Balance documentation 3 months
Notification of special loads including written information
3 months
to the Commander about dangerous goods
Table 2
REPORTS RETENTION PERIOD
Journey Log 3 months

Commander‘s report(s) for recording details of any
occurrence, as prescribed in EU-OPS 1.420, or any event 3 months
which the Commander deems necessary to report / record
Extension of Flight Duty or Reduction of Rest forms 3 months

2-5
Table 3
FLIGHT CREW RECORDS RETENTION PERIOD

Flight, Duty and Rest time 15 months
License As long as the Flight Crew
member is exercising the
privileges of the licence for the
Company
Conversion training and checking 3 years
Command course (including checking) 3 years
Recurrent training and checking 3 years
Training and checking to operate in either pilot’s seat 3 years

Recent experience (EU-OPS 1.970 refers) 15 months
Route and aerodrome competence
3 years
(EU-OPS 1.975 refers)
Training and qualification for specific operations when
3 years
required by EU-OPS (e.g. CAT 2 / 3 operations)
Dangerous Goods training as appropriate 3 years
Table 4
CABIN CREW RECORDS RETENTION PERIOD
Flight, Duty and Rest time 15 months
Initial training, conversion and differences training As long as the cabin crew
member is employed by the
(including checking) Company.
Recurrent training, refresher training and safety training Until 12 months after the cabin
crew member has left the
(including checking) employ of the Company.
Dangerous Goods training as appropriate 3 years
Table 5
RECORDS FOR OTHER OPERATIONS PERSONNEL RETENTION PERIOD
Training / qualification records of other personnel
Last 2 training records
for whom an approved training programme is required
by EU-OPS 1

OXYGEN REQUIREMENTS
2- 6
Table 6
OTHER RECORDS RETENTION PERIOD
Quality System records 5 years

Until 12 months after the cabin
Records on cosmic and solar radiation dosage crew member has left the
employ of the Company.
Dangerous Goods Transport Document 3 months after completion of the

flight
Dangerous Goods Acceptance checklist 3 months after completion of the

flight
2.1.4.2 CONTROL AND ANALYSIS OF JOURNEY LOGS AND COMMANDER’S FLIGHT

TIME LIMITATIONS DISCRETION REPORTS
The proper control and analysis of the information contained in Journey Logs and
Commander’s Flight Time Limitations (FTL) Discretion Reports is essential part from the flight
operation monitoring process. These documents should be circulated processed and distributed
in accordance with the following flow chart:
Flight Crews
OPS Control Duty Officer
OPS Control Senior Clerk
OPS Administrator Officer
Operations Manager Other Departments
Cyprus DCA

2-7
Completing the reports with correct information is essential for establishment of truthful
database allowing for credible further analysis; therefore pilots should crosscheck their entries
in Journey Logs, Commander’s FTL Discretion reports and any other document subject to
operations control and storage.
The controlling functions of the Duty Officer over these documents, after each flight, are to clear
timely any inaccuracies and to ensure crews’ flight time limitations monitoring, updating the
computerized rostering system on a daily basis, preventing violations due to schedule
disturbances. The controlling functions of the Duty Officer with regards of FTL monitoring are
described in the Operations Control Manual Para 408 - Flight Report Procedures.
The Senior Clerk compiles electronic data base, transferring the statistic information from
Journey Logs and Commander’s FTL Discretions Reports in established company formats
which will allow for operations monitoring and analysis. In addition he/she will keep storage of
these documents in hard copies, passing the originals further to the Operations Administration
Officer. Every Commander’s FTL Discretion Report shall be accompanied by copy of its
corresponding Journey Log.
Journey Logs and Commander’s FTL Discretion Reports will be monitored and distributed
accordingly for further actions by the Operations Administration Officer under the supervision of
the Operations Manager and/or Administration Pilot nominated by the Operations Manager.
Trends will be monitored on monthly basis by the Operations Manager and/or Nominated
Administration pilot.
Formal analysis, supplemented by written reports, will be carried out under the supervision of
Operations Manager, on quarterly basis. The aim of these analyses will be to asses all
commercial and safety aspects stemming from the operations monitoring through Journey Logs
and Commander’s FTL Discretion Reports.

OXYGEN REQUIREMENTS
2- 8
2.2 SYSTEM OF PROMULGATION OF ADDITIONAL OPERATIONAL

INSTRUCTIONS AND INFORMATION
2.2.1 GENERAL
Additional operational instruction and information may be issued through other internal
Company publications.
2.2.2 FLYING STAFF INSTRUCTIONS (FSIS)

Instructions and information of an immediate nature are promulgated to crew members Flying
Staff Instructions. FSIs will be reviewed by the Operations Manager and Cabin Crew Manager
at frequent intervals, and those containing permanent instructions will be incorporated in the
appropriate Eurocypria Operations Manual at the next revision.
2.2.3 COMMANDER FLIGHT BRIEF

A Commander‘s Flight Brief is prepared and issued to the Commander where additional
relevant operational information exists for a particular flight / series of flights. Commander’s
Flight Briefs (except for information concerning Category B aerodromes) are not
included in the Operations Manual on board the aeroplane.
GENERAL
The following documents are considered as flight documentation:
• Journey Log
• Commander’s Report
• Operational Flight Plans
• Fuelling receipts
• Weight & Balance (Load sheet & Trim Chart)
• Technical Log
• NOTAMs
• Special loads notifications
A duplicate must be available on ground with the personnel in charge.
COMPLETION
All reports and forms must be completed before take-off or after landing, as appropriate. They
shall be written in English. After completion they shall be handed in or forwarded in accordance
with current instructions.
RESPONSIBILITY
The Commander is responsible that all flight documents are completed according to
relevant instructions. Where only his signature is required, he signs for the correctness of the
contents.

2-9
FILING INSTRUCTIONS
Reports and forms are to be kept in a place accessible to authorised persons only.
Flight documents have to be kept on file at the disposition of the Cyprus DCA. Other
pertinent documents must be kept until the flight is terminated.
2.2.4 OTHER COMPANY PUBLICATIONS

All other Company publications, with the exception of those manual extracts which are
distributed in the handbooks and working copies, shall be considered to serve for information,
explanation or interpretation purposes only.
2.2.5 REPORTS
The following forms or reports are available in the aeroplane library and at Operations Control.
They shall be completed as soon as practicable when needed.
(a) Air Safety Report/Mandatory Occurrence Report (ASR/MOR)
Note: All information regarding completion, reporting, distribution and action of
MOR’s is described in detail in CHAPTER 11.
(b) Bird Strike reports:
The bird strike report is required by several aviation agencies in order to gather more
information about actual bird strikes and collision risks, so as to improve flight safety by suitable
measures. Bird strikes experienced by a Eurocypria Airlines flight and which result in damage to
the aeroplane or loss or malfunction of an essential service must be reported immediately via
an Air Safety Report.
The report shall be made as soon and as accurately as possible after the occurrence.
All Bird strikes require an entry in the Aeroplane Technical Log.
(c) Aircraft Accident Notification Message
(d) Accident/incident/unruly Pax form
(e) Dangerous Goods Occurrence Report
(f) Journey Logs
(g) Confidential reports
(h) Commander’s discretion (Extension of duty/Reduction of rest)

OXYGEN REQUIREMENTS
2 - 10

2 - 11
2.3 ACCIDENT PREVENTION AND FLIGHT SAFETY PROGRAMME
2.3.1 GENERAL
The ultimate goal of notifying, reporting and handling of safety related occurrences is to
prevent, where possible, the re-occurrence of a similar incident or the occurrence of an
accident.
Flight safety and accident prevention is not the sole responsibility of Flight Crew. A flight safety
programme can only be effective if Management, Cabin Crew, Operations Control, Engineers
and Ground Support personnel are all aware of their accountability in this direction. It is the
Company’s responsibility to ensure that all employees are made aware of their responsibilities
and contributions towards flight safety and accident prevention.
2.3.2 RESPONSIBILITY OF THE MANAGEMENT

The overall responsibility for safety and thus accident prevention rests with the management.
Eurocypria’s management is responsible for the quality of the product of the Company. That
means the management has to support any activity for preventing mistakes which may lead to
an accident. The quality of the accident prevention program depends upon allocation of
resources by the management.
Beyond this, the management is responsible for the morale in the Company because
morale affects safety in a way which should not be underestimated. Low morale often leads to
loss of pride in one’s work, an erosion of self-discipline which may create hazardous conditions.
Another important factor beside the aeroplane and flight crew is the environment. There are
natural environments such as weather (temperature, wind, precipitation, ice and lighting) and
topography, and man-made environments such as air traffic control, aerodrome, navigation and
landing aids, aerodrome lighting, standard operating procedures, flying staff instructions,
training syllabi, national and international legislation, etc.
2.3.3 COMMUNICATION
Communication within the Company is another important subject. Manuals, instructions,
memos, etc. should be clearly written and easily understood. Communication within the cockpit
should be such that the gradient between the Commander and the Co-pilot should be neither
too steep nor too shallow. This will lead to free and unreserved communication skills between
the pilots which is necessary for safe aeroplane operation. To handle an emergency situation
correctly and so possibly prevent an accident, the Commander must show good leadership
qualities. The Commander is responsible for good Crew Resource Management within the
whole crew and he should promote good communication.
2.3.4 HUMAN FACTORS

The number of accidents caused by technical failures of the aeroplane or aeroplane systems is
declining. It follows that most aeroplane accidents are now caused by human error, and
considerable emphasis must be placed on human factors in the flight safety training
programme. The health precautions for crew detailed in Chapter 6 include factors which
influence crew well being, and it is vital that everyone within the Company understands what
these are, so their detrimental effects can be minimised. Sound procedures, proper use of

OXYGEN REQUIREMENTS
2 - 12
comprehensive check lists, factual and clearly written manuals and thorough training are all
equally important in preparing the Fligh t Crew to deal with abnormal situations. Due emphasis
must be placed on CRM and Standard Operating Procedures (SOPs), so that the crew may
work together for the maximum benefit. Equally the effect of morale on safety should not be
overlooked by the Company Management.
2.3.5 AIM AND SCOPE

The Flight Safety Officer (FSO) is responsible for establishing and managing the company’s
accident prevention and flight safety programme. Proposals for corrective action resulting from
the accident prevention and flight safety programme are the responsibility of the Flight Safety
Officer. The Flight Safety Officer’s Terms of Reference can be found in section 1.3.6. Any of the
administrative tasks which may be needed for the running of the Accident Prevention and Flight
Safety Program may be carried out by the Flight Safety Programme Administrator following
consultation with the Flight Safety Officer. Examples include analysis of de-identified flight data
for Flight Data Monitoring, actions with regards to ASRs and collection and dissemination of
flight safety information to crews.
The aims of the Accident Prevention and Flight Safety Programme are:
• To achieve and maintain risk awareness and understanding of accident prevention by all
persons involved in flight operations.
• Once hazards have been identified and assessed, he should notify the appropriate
Authority and recommend action to eliminate or avoid hazards,
• To keep management informed of safety trends and uncorrected hazards within the
Company.
The Flight Safety Officer’s role is advisory only. He should have no executive function or
authority.
The main elements of the accident prevention and flight safety programme are:
• The company Air Safety Reporting Schemes, including the Confidential / Anonymous
Reporting Scheme. Details of the schemes can be found in sections 11.6 and 11.2.3. The
procedure to be followed with regards to Air Safety Reports can be found in 11.4.4.3
• The Flight Data Monitoring Programme. Detailed procedures of the programme can be
found in section 2.3.8.3
• The Eurocypria Flight Safety Committee. Details about the Committee’s functions can be
found in section 2.3.6.
Note 1: Proposals for corrective action resulting from the accident prevention and flight safety
programme shall be the responsibility of the Fli ght Safety Officer.
Note 2: The implementation of the proposals referred to in Note 1 and the monitoring of the
effectiveness of changes which result from such proposals shall be the responsibility
of the Quality Manager.

2 - 13
2.3.6 FLIGHT SAFETY COMMITTEE

The Eurocypria Flight Safety Committee was formed to consider any matter concerning the safe
operation of Eurocypria aeroplanes and to devise, promulgate and implement appropriate
preventative and remedial action.
The members of the Flight Safety Committee are:

• General Manager
• Operations Manager
• Training Manager
• Technical Manager
• Quality Manager
• Operations Control Manager
• Customer Services Manager
• Cabin Crew Manager
• Technical Pilot
• Flight Safety Officer
• Flight Safety Programme Administrator
• Security Officer
The Flight Safety Committee will meet at regular intervals as required (four meetings per year
minimum), to examine among other safety issues, the Air Safety Reports.
In general the Flight Safety Officer will arrange the meetings. However, meetings will also take
place whenever the General Manager, Operations Manager or Quality Managers request it.
Members should send items they wish to include in the agenda to the FSO or to the FSPA.
2.3.7 RECORDERS
The following recorders are in use on board of Eurocypria Airlines aeroplanes:
• Flight data recorders (crash recorders)
• Flight deck voice recorder
• Quick Access Recorder
Recorders are primarily intended for incident / accident investigation, flight data monitoring and
engine health monitoring and shall be operated according to relevant instructions in Operations
Manual (Part B). For the purpose of incident / accident investigation, flight data will only be
removed and analysed following the permission of the Flight Operations Manager or his deputy
or in accordance with paragraph 2.3.8.2. (‘Data Retrieval Processing and Archiving’). The
procedures for removing and analysing data for the purpose of flight data monitoring can be
found in section 2.3.8.3.
Note: DFDR removal can be requested, when deemed necessary , in accordance with ICAO
Annex 13, by the Cyprus AAIB (Air Accident and Incident Investigation Board)

OXYGEN REQUIREMENTS
2 - 14
2.3.8 OPERATIONAL FLIGHT DATA MONITORING PROGRAMME
2.3.8.1 DEFINITION / OBJECTIVES

Operational Flight Data Monitoring (OFDM) is the systematic, pro-active and non-punitive use
of digital flight data from routine operations to improve aviation safety.
The primary objectives of the Operational Flight Data Monitoring Programme are:
1. To identify areas of operational risk.
2. To determine current safety margins.
3. To identify non-standard, unusual or unsafe procedures.
4. To provide for trend detection and analysis.
5. To provide for confirmation of the effect of remedial action.
The secondary objectives are:
1. To provide Operations with an analytical tool for incident investigation
2. To provide Engineering with an analytical tool both for trend analysis and problem solving.
3. To provide commercial analysis of aeroplane performance.
These objectives should not be considered as a definitive statement and it is envisaged that
additional use may be made of the system as situations arise.
2.3.8.2 DATA RETRIEVAL, PROCESSING AND ARCHIVING

SCHEDULED DATA RETRIEVAL:
Eurocypria Engineering will copy all raw data folders into the shared folder. The safety Program
Administrator will obtain the raw data from the folder and upload it into the OFDM server. The
FSPA will then:
 Check the dates for which there is flight data in the shared folder and insert the dates
in the Raw Flight Data Monitoring spreadsheet.
 In case there is a discontinuity in the dates for which there is flight data, record this
discontinuity by making the relevant fields bold and check through RM to see if there
is a reason that there is no flight data, e.g., if the aircraft was undergoing
maintenance check. In case the absence of data is not justified, he will inform
Engineering and the Quality Manager.
 The FSPA will analyze the downloaded flight data as soon as possible. He will select
each ´´processing date´´ in turn and analyze each flight for that processing date.
Once all the flights for the particular ´´processing date´´ are analyzed he will record
the ´´data analyzed´´ on the card movement and analysis spreadsheet. The FSPA
will ´´flag´´ and record in the ´´OFDM flight´´ folder all the flights that require, further
investigation by the FSO.
 For general trends:
For all the events that are shown in the ´´events´´ spreadsheet, the FSPA will record
the number of occurrences for each month. This will be done after the 20 th of each
month for the previous month, e.g., after the 20th of November for the month of
October etc

2 - 15
UNSCHEDULED DATA RETRIEVAL:

In addition to the scheduled removal, the QAR PCMCIA card will be removed from an
aeroplane immediately after a flight in the following cases:-
• When the Commander of the flight makes an entry into the Technical Log requesting the
removal of the card, in which case the card should be removed prior to the aeroplane
departure.
• At the request of The Operations Manager or his deputy
• At the request of the Flight Safety Officer
Note: Non scheduled QAR data retrieval must be made following a serious incident of such
nature that prompt investigation is important and the flight data is needed to investigate the
incident.
In the cases above, the card containing the data will be forwarded to the FSO immediately and
will be kept by the FSO for as long as it is considered necessary.
2.3.8.3 FLIGHT OPERATIONS PROCEDURES

GENERAL PROCEDURES
The Flight Safety Officer will analyse the flight data on a regular basis. Confidentiality is of
paramount importance, therefore the FSO as the ‘key holder’, will be the only person who will
have access to flight numbers and dates. Other departments / persons in the company (e.g.
Engineering, Technical Pilot) may be given access to de-identified flight data as decided by the
FSO. De-identified flight data is data from which the dates have been removed so as not to
allow for the identification of the crew member.
The FSO will validate any event exceedances, possibly after contacting the flight crew of a
flight. In the event of a valid exceedance, the FSO will decide on the action which needs to be
taken. He may inform the crew about the event and may advise the crew to file an Air Safety
Report if one has not been already filed. (If an ASR is filed by the crew in retrospect and
following consultation with the FSO, no blame will be apportioned for the late filing of the ASR).
The FSO may also inform the Operations Manager in which case the OM will be the only other
person who will be made aware of the crews’ identity. The FSO may inform the Operations
Manager in the following cases:
• Where a single pilot-induced event is of such severity that the aeroplane was seriously
hazarded, or another flight could be if the pilot repeated the event.
• Where there have been repeated cases of exceedances by a specific pilot.
The Operations Manager will then be responsible for taking appropriate action. In cases where
the Operations Manager decides that extra training is needed, this will be done discretely.
As stated above, the flight data monitoring programme is the non-punitive use of digital flight
data from routine operations to improve aviation safety. Thus, unless there has been negligent
or dangerous pilot behaviour, flight data will not be used against flight crew members in any
way.

OXYGEN REQUIREMENTS
2 - 16
Crews that may wish to view the flight data relating to any of their flights are invited to do so by
arranging a meeting with the FSO. Co-pilots must first obtain the permission of the Commander
before viewing flight data.
USE AND AVAILABILITY OF FLIGHT DATA
Flight Data will only be used for the purposes listed in paragraph 2.3.8.3.1 or for similar
purposes only. Flight Data relating to a specific crew member will not be made available to any
person other than the Operations Manager or the Flight Safety Officer (as explained above),
except in case of an accident or a serious incident, in which case and only after the Operation
Manager’s decision, the data may be given to the authority in charge of the investigation of the
incident or to a court of law or other public authority which requires the data.
THE OFDM TEAM
Eurocypria has constituted a team of persons charged with the running of the OFDM
programme.
The OFDM team will be responsible for the assessment and best use of all de-identified data
derived from the OFDM system for the purpose of enhancing safety. In particular the team will:
• Determine and approve the standard event filters against which every flight will be
assessed.
• Discuss issues which arise from the flight data analysis and particularly in relation to
current SOPs.
• Circulate information resulting from the flight data analysis to the pilots.
The role of all OFDM Committee Members (except the OM) is advisory only. It is the Operations
Manager’s responsibility to decide on the actions that need to be taken as a result of the OFDM
Programme. It is the Training Manager’s responsibility to adjust the Training syllabus to
incorporate any training which me be deemed necessary as a result of flight data trend
analysis.
The OFDM team will comprise:
• Training Manager
• Flight Safety Officer
• Technical Pilot
• Pilot Representative
• Flight Safety Program Administrators
2.3.8.4 RESPONSIBILITIES
The responsibilities of the OFDM team members with regards of the FDM programme are
as follows:
 FLIGHT SAFETY OFFICER
The Flight Safety Officer will act as the administrator of the programme and as such, will be the
only person who will have access to flight numbers and dates. He will determine and set the
level of access to data of the other OFDM users, e.g. Engineering. In addition the FSO:

2 - 17
• Is responsible for the day-to-day running of the programme. He must ensure the smooth
retrieval of the flight data and carry out its analysis on a regular basis.
• Will examine the results of the analysed flight data and validate any exceedance events,
possibly after contacting the pilots of a flight.
• Will act accordingly with regards to each situation which results from the flight data
analysis: His actions may range from contacting a flight crew to bring to their attention an
event which took place on their flight, to informing the Operations Manager about repeated
events of exceedances or about a single event which jeopardized the safety of a flight.
• Will act as secretary for the FDM team.
• Will establish together with the rest of the OFDM Team the event thresholds.
• Will be responsible for the dissemination of the event threshold values to flight crews.
• Will participate in regular meetings with the rest of the OFDM team, to discuss issues
which arise from flight data analysis, e.g. trend analysis.
 OPERATIONS MANAGER
The Operations Manager:
• Will establish together with the rest of the OFDM Team the event thresholds
which arise from flight data analysis, e.g. trend analysis
• Is the Manager responsible for dealing with specific situations which are brought to his
attention by the Flight Safety Officer and in general for taking any actions necessary as a
result of the OFDM.
 TRAINING MANAGER
The Training Manager:
• Will establish together with the rest of the OFDM Team the event thresholds
which arise from flight data analysis, e.g. trend analysis
• Will be responsible for adjusting the training programme to incorporate any training which
is deemed as necessary as a result of flight data trend analysis.
 TECHNICAL PILOT
The Technical Pilot:
 PILOT REPRESENTATIVE
The Pilot Representative:

OXYGEN REQUIREMENTS
2 - 18
2.3.8.5 OFDM TEAM MEETINGS

The OFDM Team will meet at least twice yearly. The meetings will be called by the FSO who
will also act as the secretary of the committee. Ad-hoc meetings may also be called by the
Operations Manager.
At each meeting the Flight Safety Officer will brief the Committee on the following:
• Number of flights processed since the last meeting,
• Current backlog of flights not processed,
• Any matters relating to the operation and processing of data.
During the meetings, all aspects of the OFDM programme will be considered and in particular:
• Current Event filters validity,
• Trend analysis and identification of risk areas,
• Proposals for corrective actions in areas where the risk is considered unacceptable.
• Assessment of previous actions taken as a result of the OFDM Programme,
• Addition, amendment of removal of Event filters or Trend reports.
Exceedance events or other events relating to specific flights or specific crew members will not
be discussed in the OFDM team meetings.
For a OFDM meeting to take place, at least the OM and FSO must be present.
2.3.8.6 FLIGHT SAFETY REVIEW

The OFDM team will circulate to pilots any useful information which is obtained through the
flight data analysis. The information will be given in the form of periodic newsletters for general
useful information or in the form of FSIs in the case of urgent information. Two newsletters will
be circulated annually, including one which will be published in the annual Safety Review
Magazine.
2.4 OPERATIONAL CONTROL
2.4.1 FLIGHT CREW CONTROL AND SUPERVISION

The Operations Manager exercises control and supervision of all flight crew. His duties and
responsibilities in order to ensure proper administration and discipline standards are outlined in
detail in Section 1 of this manual
2.4.2 TRAINING
The Training Manager is responsible for all flight crew, cabin crew and Ops control personnel
training, and establishes the training programme in line wi th the regulatory requirements and
company’s policy, in order to achieve and maintain the highest standards of competence and
operational efficiency. Refer to section 1 for a full description of his duties and responsibilities.
2.4.3 TECHNICAL MATTERS

The Techni cal Pilot is responsible for the co-ordination and liaison with the Engineering
Department for all technical matters. He is also responsible to maintain communication with the

2 - 19
aircraft manufacturer concerning fleet modification status, technical documentation and other
technical information, in order to ensure safe and efficient fleet operation.
2.4.4 ADMINISTRATIVE SUPPORT

Administrative support to the Flight Operations department is provided by clerical and
secretarial staff as outlined in the company’s structure in Section 1. This department is
appropriately manned by specifically trained personnel to ensure the availability of a
mechanism for the control, analysis and storage of records, flight documents and other data as
required by current regulations.
2.4.5 OPERATIONS CONTROL

This section under the Ops Control Manager ensures the everyday schedule of the company is
realized in the most safe efficient manner with due consideration to regulatory requirements,
crew flight time limitations and operational punctuality. It also provides to the crews all
necessary paperwork for the execution of flights (performance, aeronautical information,
weather, notams, operational flight plan etc). This department is also responsible for the
production of flight crews monthly rosters ensuring compliance with the FTL scheme and the
keeping of records.
2.4.6 CONDUCT OF OPERATIONS

The commander is responsible for the conduct of operations in accordance with all applicable
regulations, instructions and the Operations manual. He must comply with the established
policies and procedures unless he has urgent and compelling reasons to depart from them. A
degree of flexibility is essential in aircraft operations and the commander, in the interest of
safety has discretion to use non-standard practices to meet unexpected or unusual
circumstances. In exercising operational control, the commander is expected to use his initiative
in the best commercial interest of ECA and to maintain proper liaison with the airline’s Ops and
engineering control as well as outstations handling agents.
2.4.7 CONTROL IN THE EVENT OF DIVERSION

In the event of diversion, commanders should ensure that the crew remains with the aircraft
until released by Operations Control. Whenever a handling agent considers that cabin staff
assistance would materially improve ground service, he will seek the permission of the
commander who will assess the situation and release cabin staff for this purpose if he considers
it necessary.
In the event of a diversion where there is no ECA handling agent, the commander will consult
and coordinate with Customer Service Department so that suitable arrangements are made for
passengers to complete their journey by surface transport or air transport as necessary. In such
cases, a member of cabin crew may accompany passengers to destination if considered
necessary.
Diversion – En-route notification: It will greatly assist in the handling of the aircraft and the care
of the passengers if a decision to divert is made known to Ops Control as soon as possible. If
time and the fuel state permit, where a number of suitable alternates exist, contact with the
company may establish a commercial preference alternate to which the commander should
proceed.

OXYGEN REQUIREMENTS
2 - 20
2.5 POWERS OF AUTHORITY

The Cyprus DCA (Authority) has the power to deliver the right to operate by means of an Air
Operator Certificate (AOC).
Eurocypria’s AOC may be varied, suspended or revoked if the Cyprus DCA is no longer
satisfied that the operation is safe.
The Cyprus DCA has the privilege to grant an exemption from a ny requirement prescribed in
EU-OPS 1. In such a case, the Cyprus DCA is responsible for ensuring that an acceptable level
of safety can be maintained.
The Accountable Manager, the Flight Operations Manager, the Training Manager, the Technical
Manager, the Ground Operations Manager and the Quality Manager must be acceptable to the
Cyprus DCA. The Cyprus DCA has the right to interview any nominee or call for additional
evidence of his suitability before deciding upon his acceptability.
The Cyprus DCA has the power to:
• Determine the adequacy, relevance and consistency of Eurocypria’s compliance with the
requirements.
• Assess the efficiency of Eurocypria’s internal monitoring procedures and confirm the
availability of sufficient resources and proper processes, as documented by Eurocypria’s
AOC Quality System.
• Verify by means of inspections, compliance with the requirements and the effectiveness of
Eurocypria’s Quality System.
The Cyprus DCA has the power to assess the continued competence of Eurocypria’s AOC by
inspection and monitoring of the:
• Eurocypria’s Infrastructure,
• Operations Manuals,
• Training programs,
• Crew records,
• Maintenance,
• Ramp,
• Equipment,
• Pre-flight preparation,
• Flight,
• Ground Operations, including Operations Control,
• Dangerous Goods,
• Quality System and results of Eurocypria’s Quality audits,
Eurocypria shall ensure that any person authorised by the Cyprus DCA is permitted at any time
to board and fly in any aeroplane operated in accordance with an AOC issued by the Cyprus
DCA and to enter and remain on the flight deck. However, at any time, the Commander may
refuse access to the flight deck if, in his opinion, the safety of the aeroplane would thereby be
endangered.

QUALITY SYSTEM GB (OM A)
3-1
TABLE OF CONTENTS
Paragraph Page
3.1 GENERAL.............................................................................................................3
3.2 QUALITY & SAFETY POLICY STATEMENT ............................................................. 5
3.3 YEARLY TARGETS (2007) ................................................................ ...................... 6
3.3.1 OPERATIONS................................ ................................ .............................. 6
3.3.2 QUALITY ................................................................ ................................ ..... 6
3.3.3 ENGINEERIGN AND MAINTENANCE................................ ........................... 7
3.3.4 CUSTOMER SERVICES................................ ................................ ............... 7
3.4 DUTIES AND RESPONSIBILITIES ................................ ................................ ........... 8
3.4.1 THE ACCOUNTABLE MANAGER (GM) ........................................................ 8
3.4.2 NOMINATED POSTHOLDERS (PH) ............................................................. 8
3.4.3 QUALITY MANAGER (QM) ................................ ................................ ........... 8
3.4.4 AUDITORS ................................ ................................................................ .. 8
3.4.5 PROCESS OWNER ................................ ................................ ..................... 8
2008 Eurocypria Airlines Ltd. Revision: 6/ 14-Jul -2008

GB (OM A) QUALITY SYSTEM
3- 2

3-3
3. QUALITY SYSTEM
3.1 GENERAL
The aviation industry has changed a lot since the early sixties. The increasing complexity of
both aircraft and Companies engaged in Aviation has been accompanied by corresponding
changes in the requirements and demands put upon the Local Regulators. The result is that the
Local Authorities can no longer obtain an adequate picture of a whole operation without
considerable and progressive enlargement of their resources. The scale of the increases
required is not affordable by the industry as a whole, nor would such an increase be the best
solution.
An alternative is to formalize the complementary nature of the Authority on one hand and the
Operator on the other. The Authority continues to be responsible for drawing up the regulations
and also for overall surveillance. The Operator remains responsible for the safety of the
operation and compliance with the regulations through the Company Quality Assurance
Program. It is the Assurance of Regulatory Compliance which is the primary goal of ht e Quality
Department.
The emphasis in regulation has therefore changed from regular inspections by the Authority to
a system whereby the Operator self-audits their own operation against a clearly defined Quality
System. The Authority’s role has shifted to the verification of the operator’s compliance with the
Operator’s Quality System. The development of Internal Auditing and Management Evaluation
Program relies heavily on AOC Post Holders to continuously monitor and audit their operations
to ensure continuous compliance.
The responsibility for the development and management of the Quality System is discharged
through the Quality Manager. The Quality System is described in the Safety and Quality
Manual. Procedures laid down in this Chapter 3 of EurocypriaAirlines Operations Manual (Part
A), General / Basic, the Safety and Quality Manual and CAME (Continuous Airworthiness
Management Exposition) will be adhered to, in order that flight safety, training standards and
operational / engineering protocols are of the highest standard. Audits shall provide for the
means for isolating shortfalls in performance, continuous improvement and to reflect the
achievement and continued compliance with EU-OPS 1 / JAR-FCL (soon to be EU-OPS),
EASA and other associated regulations. All employees have an individual responsibility for the
Safety and Quality of their own actions.
Please note: ICAO has dictated that Commercial Air Transport Operators develop and
implement a Safety Management System (SMS). This must be in place by 1st January 2009.
Safety Management Procedures are being developed by Eurocypria and will be integrated with
our existing Safety and Quality System.
LEGAL REQUIREMENTS
EU- OPS 1.035 Quality system (See AMC OPS 1.035 and IEM OPS 1.035) (a) An operator shall
establish one Quality System and designate one Quality Manager to monitor compliance with,
and the adequacy of, procedures required to ensure safe operational practices and airworthy
aeroplanes. Compliance monitoring must include a feed-back system to the Accountable
Manager (See also EU-OPS 1.175(h)) to ensure corrective action as necessary.

3- 4
The feedback system should also specify who is required to rectify discrepancies and non-
compliance in each particular case, and the procedure to be followed if remedial action is not
completed within an appropriate timescale.
As a minimum, the Quality System should address the following:
• Regulations ( EU-OPS 1, EASA, Cyprus Civil Aviation Act 2002, etc.).
• Additional standards and operating procedures.
• Qua lity policy.
• Organisational Structure.
• Development, establishment and management of the Quality System.
• Documentation, including manuals, reports and records.
• Quality Procedures.
• Quality Assurance Program.
• Required financial, material and human resources.
• Training requirements.
QUALITY ASSURANCE PROCEDURE

In order to satisfy Quality Assurance Requirements, a series of Flight Inspections (Audits) must
be conducted as per published QA Audit Schedule.
The Scope of the Inspection is to ensure that Company Standard Operating Procedures are
followed as regards to Flight Preparation, Flight Dispatch, Onboard Procedures, Flight Conduct
and Arrival Procedures, Documentation, etc., encompassing Ops Control, Ground Handling
(including Maintenance and Security) and both Flight and Cabin Crew. It is important to
emphasize that this Inspection is not a Line Check but simply a Flight Observation. It is not
meant to be used to evaluate any individual’s performance or proficiency standard. It will be
used internally by the Quality Department for QA Purposes only. At this time, the person
authorized to conduct these Inspections is Capt. Eric Papapetrou, QM.
Respecting the Privileges of the Flight Commander, all assistance possible must be given to the
Auditor during the Inspection Process.

3-5
3.2 QUALITY & SAFETY POLICY STATEMENT

The Quality and Safety Policy described is valid for all employees of Eurocypria Airlines and
covers all safety relevant activities as defined in EU- OPS 1 and EASA.
a) Our prime commitment is to promote and maintain a safe, effective and efficient
operation. This will be achieved through a dynamic Quality System that will constantly
be monitoring operations and maintenance offering proactive solutions.
b) Eurocypria Airlines Quality System describes Company processes and the procedures
used to monitor them according to EU-OPS 1 and EASA. The continuous monitoring
and control of all flight, ground and maintenance functions and through the application
of several tools by internal, as well as external quality teams, ensures that corrective
actions are always taken timely for the benefit of flight safety . Such continuous
monitoring must also be performed, in relation to third parties and contracted services.
c) With Safety always being Eurocypria’s ultimate objective, we are committed to being
constantly monitoring the industry, its legal framework and adapting ourselves, our
Quality Systems and practices to the industry’s ever-changing needs, incorporating
changes to ensure effectiveness of our management systems; and training and
supporting our employees to make sure they perform efficiently and effectively at all
times.
d) This Policy Statement affirms my commitment together with Eurocypria Airlines Limited
to establish the management systems, structures and processes and to provide the
resources necessary, to maintain and strive to improve its aviation safety performance.
The Quality & Safety Policy statement is released on
January 1st , 2008
George SOUROULLAS
General Manager
(Accountable Manager)

3- 6
3.3 YEARLY TARGETS (2008 )

3.3.1 OPERATIONS
1. Maintain quality of rostering with regards to legalities at least as per EU OPS 1

requirements.
2. Introduce and conclude implementation of the new rostering software (RM5 or AIMS)
by the end of 2008.
3. Departmental management to supervise and control the operation correctly by using
specific tools and ensuring EU OPS/EASA and subsequently EU- OPS compliance of all
ECA operations in Cyprus or elsewhere.
4. Maintain with satisfactory back up all necessary training and other records.
5. Ensure that all administration pilots have sufficient rostered administration duties.
6. Ensure that prior to the peak summer season, all APFS program parameters and SOPs
are loaded into the software program so that information and trends can be monitored,
actioned upon and communicated to all flight crew.
7. Embark on all necessary programs and other actions to ensure that by the end of Q3 of
2008 and for all our intra European routes we achieve zero extra fuel upload on top of
the 6% flight plan margin.
8. Commence and conclude an SMS introduction and implementation project.
3.3.2 QUALITY
1. Ensure full conformity to the approved audit schedule for 2008.
2. Prepare and minute in detail and according to regulatory requirements quarterly
Management Evaluation Meetings.
3. Commence and conclude an SMS introduction and implementation project.
3.3.3 ENGINEERING AND MAINTENANCE

1.Maintain Technical Dispatch Reliability of at least 99% in 2008
2.Ensure that all technical records are safely kept with satisfactory back-up systems in
order to ultimately satisfy the return conditions of the aircraft as well as regulatory
requirements.
3.CAME is reviewed and amended with EASA Part M compliance and forwarded to all staff
and third parties who should be familiar with.
4.Cover with Liaison Engineers at least 80% of all ECA movements.
5.Ensure that for all key positions according to Part M clear and specific duties and
responsibilities with respective accountability are prepared and given to the holders. By
the end of the year, the same should be done for all other staff too.
6.Assign responsibilities and organise the department in such a way to ensure that at times
of major disruptions, AOGs or other crisis, specific personnel is responsible for the

3-7
monitoring of the situation, the mo vement of spares etc and bears the respective
accountability.
3.3.4 CUSTOMER SERVICES

Ground Operations
1. Ensure that ECA´s policy, as laid down in this Quality Manual, is followed at all times in
relation to Line station audits.
2. Ensure that ground services outsourced will be performed by organisations that meet
safety requirements through employees and equipment that will not subject ECA´s
aircraft, personnel and/or customers to any unacceptable or unknown risks.
3. Develop Ground Operations Manual by March 08 and maintain updated at all times.
4. Maintain continuous and effective communication with the Safety and Quality functions
at all times through regular meetings and exchange of information.
Larnaca, Cyprus,
January 1st , 2008
George SOUROULLAS
General Manager
(Accountable Manager)

3- 8
3.4 DUTIES AND RESPONSIBILITIES

3.4.1 THE ACCOUNTABLE MANAGER (GM)
The Accountable Manager:
• Has overall responsibility for the Quality System, including the frequency, format and
structure of internal management evaluation activities,
• Has ultimate responsibility for re-sourcing corrective actions and ensuring, through the
Quality Manager, that corrective actions have re-established compliance with the
standard(s) required,
• Is responsible for releasing the Quality Policy, and
• Implements any flight-safety measures considered necessary in the light of current and
desired status comparison.
3.4.2 NOMINATED POSTHOLDERS (PH)
The duties, authorities and responsibilities of the nominated Postholders are regulated in the
Operations Manual, (Part A), General / Basic.
3.4.3 QUALITY MANAGER (QM)
The Quality Manager is responsible for:
• The set-up and maintenance of the Quality System (keeping the Quality System and its
documentation up to date),
• The Audit planning,
• Identifying problems and off ering possible solutions,
• Ensuring that corrective action is taken and monitoring its effects,
• Planning Quality training, and
• Creating and cultivating Quality awareness.
3.4.4 AUDITORS
The Auditor s are responsible for:
• Preparing and conducting audits,
• Drawing up audit reports,
• Passing audit results to the Quality Manager, and
• Creating and cultivating Quality awareness.
3.4.5 PROCESS OWNER
The Process Owner is responsible for:
• Periodically evaluating his processes on the basis of key performance indicators,
• Helping to plan and carry out audits,
• Introducing and monitoring corrective actions,
• Dealing with process improvement / optimization,
• Processing implementing improvement suggestions and quality system documentation,
• Releasing own processes, and
• Creating and cultivating quality awareness.

CREW COMPOSITION GB (OM A)
4-1
TABLE OF CONTENTS
Paragraph Page
4. CREW COMPOSITION................................ ................................ ............................ 3
4.1 CREW COMPOSITION................................ ................................ ............................ 3
4.1.1 GENERAL ................................ ................................ ................................ ... 3
4.1.2 FLIGHT CREW (EU-OPS 1.940) ................................................................ .. 3
4.1.3 CABIN CREW ................................ ................................ .............................. 4
4.2 DESIGNATION OF THE COMMANDER................................ .................................... 7
4.2.1 GENERAL ................................ ................................ ................................ ... 7
4.2.2 CHAIN OF COMMAND ................................................................ ................. 7
4.2.3 COMMANDER’S SEATING POSITION................................ .......................... 7
4.2.4 SEAT OCCUPANCY ................................ ................................ .................... 8
4.2.5 IN-FLIGHT RELIEF OF FLIGHT CREW MEMBERS ................................ ....... 8
4.3 FLIGHT CREW INCAPACITATION................................ ................................ ........... 9
4.4 OPERATION ON MORE THAN ONE TYPE................................ ..............................10
4.4.1 FLIGHT CREW SCHEDULING................................ ................................ .....10
4.4.2 CABIN CREW SCHEDULING ................................................................ ...... 10

GB (OM A) CREW COMPOSITION
4- 2

4-3
4. CREW COMPOSITION
4.1 CREW COMPOSITION
4.1.1 GENERAL
All Eurocypria Airlines flights are planned and conducted with crew composition in accordance
with the minimum requirements of EU-OPS 1, the aeroplane‘s Certificate of Airworthiness and
Aeroplane Flight Manual.
The following explanations of the methods for determining the crew composition take into
account:
 The type of aeroplane being used.
 The area and type of operation being undertaken (e.g. AWO, MNPS, Cold Weather,
unfamiliar routes, etc.).
 The phase of the flight.
 The minimum crew requirement and flight duty period planned.
 The experience (total and on type), the recency and qualification of crew members (for
details, see OM A, GB 5.0),
 The designation of the Commander and, if necessitated by the duration of the flight, the
procedures for relief of the Commander or other members of the flight crew.
 The designation of the Senior Cabin Crew Member and, if necessitated by the duration
of the flight, the procedures for relief of the Senior Cabin Crew Member and any other
members of the cabin crew,
When additional crew members are carried over and above the minimum required, they must
be trained in and are proficient to perform their assigned duties.
4.1.2 FLIGHT CREW (EU-OPS 1.940)
4.1.2.1 STANDARD FLIGHT CREW

a) The minimum Flight Crew is given in the approved Flight Manual. Flight crew is composed
of two pilots (including at least one Commander ) when the cockpit is arranged and certified
for a two-member crew operation.
b) This minimum flight crew may be augmented by an in-flight relief pilot in accordance to OM
A, GB 7.15 depending of the operation and/or the flight duration. An instructor, examiner or
an Authority inspector may complete flight crew. They will use cockpit accommodation
provided for observers.
c) Each flight crewmember must have valid licence, rating, qualifications and medical check
needed for the type of aeroplane and the type of flight.
COMMANDER
All flights shall be planned and carried out with a qualified Commander.

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CO–PILOT
All flights shall be planned and carried out with one qualified co-pilot.
In order to be considered a qualified co-pilot, the following requirements must be met:
 Any first officer with a current license on the aeroplane type concerned and qualified for
line operations,
 Any captains with right hand seat qualification on normal route flights (e.g. due to
shortage of first officer’s) will need the approval of the Operations Manager.
4.1.2.2 NON-ROUTINE OPERATIONS

If, in addition to the minimum crew, unqualified staff must perform the duties of flight crew
members, the Commander or his delegate shall brief them about the emergency procedures.
The Commander may also exempt such staff from any emergency duty.
On flights with only flight personnel (pilots, load controllers and ground engineer), it is the
Commander’s responsibility that such personnel will be briefed about emergency / evacuation
procedures.
4.1.2.3 INEXPERIENCED FLIGHT CREW MEMBERS
Inexperienced Flight Crew members, defined below, must not be crewed together.
A Flight Crew member is considered “inexperienced“, following completion of a type rating or
command course, and the associated line flying under supervision, until he has achieved on the
type either:
 100 flying hours and 10 sectors within a consolidation period of 120 consecutive day,;
or
 150 flying hours and 20 sectors (no time limit).
A lesser number of hours or sectors may be acceptable to the Cyprus DCA, subject to any
other condition which the Authority may impose, when:
 A new aeroplane type is being introduced; or
 Flight crew members have previously completed another type conversion course with
the Company.
Note: It is the responsibility of the Training Manager to co -ordinate with the Rostering Officer and
ensures compliance with this requirement.
4.1.3 CABIN CREW
4.1.3.1 GENERAL (EU-OPS 1.040 / 1.988 / 1.989 / 1.990)

a) A cabin crew member is a person who is assigned by the Company and performs in the
interests of safety of passengers, duties assigned by the Company or the Commander of
the aeroplane. He must be identifiable by virtue of Eurocypria’s cabin crew uniform to
passengers as a cabin crewmember and shall comply with the requirements of the
Company’s Operations Manual.

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b) Each cabin crewmember must have successfully passed initial and conversion or
differences training and must carry out the required familiarisation flights.
c) If, for any reason, the Company wishes to allocate cabin crew members or additional cabin
crew members to a flight where they are not specifically required, then they are to be
properly trained and have passed the requisite proficiency checks in the knowledge and
completion of their duties.
d) The Cyprus DCA may under exceptional circumstances require by the Company to include
in the crew additional cabin crew memb ers.
e) Where there are crew members, other than cabin crew members, who carry out their duties
in the passenger compartment of an aeroplane, ECA shall ensure that these:
1) are not confused by the passengers with cabin crew members
2) do not occupy required cabin crew assigned stations,
3) do not impede the cabin crew members in their duties
These special duties include the following:
i. Child minders / escorts.
ii. Entertainers.
iii. Ground engineers.
iv. Interpreters.
v. Medical personnel.
vi. Secretaries.
vii. Security staff.
viii. Tour / group leaders.
4.1.3.2 MINIMUM CABIN CREW
 B737-800
SENIOR CABIN CREW MEMBER (SCCM)
All flights with passengers shall be planned and carried out with one Senior Cabin Crew
Member. The SCCM is included in the minimum number of cabin crew on board according to
the table below.
In special cases of cabin irregularities, e.g. sudden illness, the Commander may delegate the
duties of the SCCM to another cabin crew member.
CABIN CREW MEMBER (CCM)

All flights with passengers shall be planned and carried out with the minimum of four (4) cabin
crew members, qualified to carry out the safety demonstration, (irrespective of additional
personnel assigned to perform a specific duty on the flight).

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4.1.3.3 STANDARD CABIN CREW

 B737-800
Eurocypria’s standard cabin crew complement is 4-6 cabin crew members depending on the
destination and the type of passenger service offered during the flight. The Company will assign
the standard cabin crew accordingly. All assigned CCMs must be qualified to carry out the
safety demonstration.
4.1.3.4 REDUCED CABIN CREW / PASSENGERS

 B737-800
In unforeseen operational circumstances, e.g. non-availability of cabin crew or due to incapacity
of a member of the Cabin Crew whilst away from their home base, Eurocypria may operate with
a reduced Cabin Crew complement (absolute minimum 3 CCMs). This can only occur from an
outstation and not from the home base under any circumstances.
If only 3 CCM operate a flight, then:
 Maximum load is 100 passengers,
 All passengers are seated in a way to be able to correctly see the safety demonstration
and seated closer to exits, and
 One cabin crew member is seated next to the overwing exits.
For operating with a reduced complement of Cabin Crew, clearance must be obtained by the
Operations Manager or the Cabin Crew Manager. A full report must be submitted to the
Company by the Commander and this report will be forwarded to the DCA Cyprus.
4.1.3.5 MINIMUM NUMBER OF CABIN CREW DURING GROUND OPERATIONS WITH

PASSENGERS (OPS 1.311)
During Ground Operations with passengers on board the aircraft, the minimum number of cabin
crew required must be in accordance with paragraphs 4.1.3.2, 4.1.3.3 and 4.1.3.4 of this
manual.
4.1.3.6 INEXPERIENCED CABIN CREW MEMBERS

A CCM is considered inexperienced as long as he has not achieved at least 3 months operating
experience as CCM. Each ECA standard cabin crew complement will consist of a minimum of 2
CCM (including the SCCM) who have more than 3 months operating experience).

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4.2 DESIGNATION OF THE COMMANDER
4.2.1 GENERAL
Irrespective of the number of crew carried on board, the Company designates one of the pilots
to be the aeroplane Commander for a particular flight or series of flights, his responsibilities are
contained in OM A, GB 1.4. This will normally be done by means of the published roster.
The Commander:
i. Must be a Captain and one of the pilots of the flight.
ii. May delegate the conduct of the flight to a relief pilot, if applicable under OM A, GB
7.15, but remains the Commander of the flight.
iii. May delegate the handling of the aeroplane to the co-pilot (pilot flying).
4.2.2 CHAIN OF COMMAND
The order of command is as follows:

1. Commander
2. First Officer
3. Cabin crew member(s) in order of rank
4.2.3 COMMANDER’S SEATING POSITION

When the standard Flight Crew complement is carried, the Commander must always occupy
the left-hand seat on the flight deck.
 Whenever two Training Captains are flying together as a crew, the most senior
captain of the two will be the commander of the aircraft. Management pilots will
normally ac as commanders.
 In the event of one Training Captain flying with a Line Captain, then the Training
Captain will be the commander irrespective of his seating position.
 Whenever the Technical Pilot is flying with a Line Captain he will occupy the right
hand seat (provided he is qualified) and the more senior captain will be the
commander.
 If both captains are qualified to fly from the right hand seat then the commander will
decide who seats on the left hand and who on the right hand seat.
 All duties, which according to ECA procedures are to be carried out by the CM1, will,
in these cases be carried out by the captain occupying the left hand seat although he
may not be the commander. Although a STOP call may be called by either captain,
since the overall responsibility lies with the commander of the aircraft, the decision to
evacuate should not be taken without the commander’s agreement.
 The designated commander will sign all the relevant documentation accordingly.
When extra crew are carried to provide in-flight relief the following applies:

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 The Captain of the main crew is the legal Commander of the flight and must be seated
at the controls for take-off and landing.
 A Captain operating as a relief crewmember, if applicable under OM A GB7.15,
operates under the command of the legal Commander of the aeroplane. He will assume
command only in the event of the incapacitation of the Commander.
4.2.4 SEAT OCCUPANCY

Flight deck crew members are to occupy their assigned duty stations from the time the
aeroplane first starts to move at the beginning of its flight until it is established in the level cruise
and from the time it begins to descent on approaching the destination until the aeroplane is
stationary on its allocated parking stand at the end of the flight.
All operating Flight Crew members must occupy their normal seat positions and there must be
two fully type rated pilots at the controls, one of whom must be the Commander.
All Flight Crew seats must be facing forward and correctly adjusted to the optimum vision and
full reach for operation of all controls. Each seat locking mechanism must be fully and correctly
locked and harnesses worn, both before take-off and before landing.
In level cruise, any one Flight Crew member may, with the permission of the Commander, leave
his assigned station for an agreed purpose and time.
4.2.5 IN-FLIGHT RELIEF OF FLIGHT CREW MEMBERS

If required and in accordance to OM A, GB 7.15, a flight crew member may be relieved of his
duties at the controls in-flight by another suitably qualified flight crew member, as detailed in the
following paragraphs:
 RELIEF OF THE COMMANDER
The assigned Commander of a flight may delegate the conduct of the flight to:
 Another suitably qualified Eurocypria Captain assigned by the Company as an
in-flight relief pilot, and
 When aeroplane is above FL 200.
 RELIEF OF THE CO-PILOT

The co-pilot may be relieved form his duties by:
 Another suitably qualified Eurocypria co-pilot or a Captain qualified on the
R.H.S assigned by the Company as an in-flight relief pilot, and
 When aeroplane is above FL 200.

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4.3 FLIGHT CREW INCAPACITATION
Any situation in which the Commander or the co-pilot of the aeroplane is incapacitated and
incapable of further duty is to be regarded as an emergency.
In case of Commander’s incapacitation, the second pilot takes the authority for all persons on
board of the aeroplane until the normal chain of command can be re-established. If the original
Commander cannot continue his command of the flight, the flight will not depart from the
aerodrome where it has landed or, if occurring in flight, from the next aerodrome at which it
lands, unless another Commander is included in the crew.
A flight crewmember should suspect the onset of incapacitation any time when a pilot does not
respond appropriately to two verbal challenges associated with a significant deviation from a
standard operating procedure or flight profile.
The recovery from a detected pilot incapacitation must follow the sequence below:
 The fit pilot must assume control and return the aeroplane to a safe flight path, if
necessary.
 The fit pilot must take whatever steps are possible to ensure that the incapacitated pilot
cannot interfere with the handling of the aeroplane. These steps may include involving
cabin crew and passengers to restrain the incapacitated pilot.
 The fit pilot must land the aeroplane as soon as practicable to ensure safety of the
occupants.
 Nothing should prevent the fit pilot to seek assistance from any Company pilot on
positioning flight on board the aeroplane or any other pilot who he deems to be
competent.
Note: Refer also to OM A, GB 8.3.14, “Flight Procedures – Incapacitation of Crewmembers”.

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4.4 OPERATION ON MORE THAN ONE TYPE
4.4.1 FLIGHT CREW SCHEDULING

Not applicable to Eurocypria Airlines.
4.4.2 CABIN CREW SCHEDULING


QUALIFICATION REQUIREMENTS GB (OM A)
5-1
TABLE OF CONTENTS
Paragraph Page
5. QUALIFICATION REQUIREMENTS ...................................................................3
5.1 GENERAL ................................ ................................ .............................................. 3
5.1.1 LICENSES / QUALIFICATIONS / COMPETENCY ......................................... 3
5.1.2 MEDICAL CERTIFICATE ................................................................ ........... 3
5.1.3 CONVERSION TRAINING AND CHECKING................................ ................. 3
5.1.4 RECURRENT TRAINING AND CHECKING ................................ ................. 4
5.2 FLIGHT CREW................................ ................................ ................................ ....... 5
5.2.1 LICENCES ................................ ................................................................ .. 5
5.2.2 QUALIFICATION / EXPERIENCE................................................................ . 5
5.2.3 COMMANDER ................................ ................................ ............................ 5
5.2.4 PILOT RELIEVING THE COMMANDER ................................ ....................... 5
5.2.5 CO-PILOT ................................ ................................ ................................ ... 5
5.2.6 PILOT FLYING UNDER SUPERVISION – LINE TRAINING ........................... 6
5.2.7 SYSTEM PANEL OPERATOR ................................ ................................ ..... 6
5.2.8 OPERATION ON MORE THAN ONE TYPE ................................ .................. 6
5.2.9 UPGRADE OF TO COMMANDER ................................ ................................ 6
5.2.10 RECENCY ................................ ................................ ................................ ... 7
5.3 CABIN CREW ................................ ................................ ........................................ 10
5.3.1 QUALIFICATION / EXPERIENCE ................................ ................................ 10
5.3.2 SENIOR CABIN CREW MEMBERS ................................ ............................. 10
5.3.3 CABIN CREWMEMBERS ................................................................ ........... 10
5.3.4 CABIN CREW OPERATION ON MORE THAN ONE TYPE ...........................11
5.4 TRAINING AND CHECKING ................................ .................................................. 12
5.4.1 FLIGHT CREW ................................ ................................ ...........................12
5.4.2 COMPETENCY................................ ................................ .......................... 21
5.4.3 TRAINING AND CHECKING OF CABIN CREW ................................ ........... 28
5.5 OTHER OPERATIONS PERSONNEL ................................ ................................ .....35

GB (OM A) QUALIFICATION REQUIREMENTS
5- 2
Revision: 6 / 14-Jul-2008 2008 Eurocypria Airlines Ltd

5-3
5. QUALIFICATION REQUIREMENTS
5.1 GENERAL
5.1.1 LICENSES / QUALIFICATIONS / COMPETENCY

This section contains detailed description of the required licenses, rating(s), qualification /
competency (e.g. for routes and aerodromes), experience, training, checking, recency and
validity periods for Eurocypria operations personnel to conduct their duties, in relation to
aeroplane type, kind of operation and composition of the crew.
Relevant additional information is contained in the Eurocypria Operations Manual – Training
(OM, Part D).
While on duty, any crewmember has to carry with him the required license, the Eurocypria
“Crew Record Certificate” form and an official passport. In case one of these documents is
invalid or not at hand while on duty, the Commander must be informed. The Commander will
decide, whether the crewmember may continue or be released from duties.
All crewmembers are responsible for the renewal of their licenses, qualifications or
competencies.
5.1.2 MEDICAL CERTIFICATE (JAR-FCL 3.105)

All crewmembers are responsible for the renewal of their medical certificate. The type of
required medical certificate or examination, as well as the expiry dates is indicated below:
 FLIGHT CREW
Flight Crewmembers are required to hold a JAR-FCL 3, Class 1 medical certificate. The period
of validity of a Class 1 medical certificate is 12 months.
For revalidation, if the medical examination takes place 45 days prior to the expiry date of the
current medical certificate, the new medical certificate
Flight crewmembers must make arrangements for a copy of the medical certificate to be sent to
the Flight Operations Department immediately after the examination.
Note: For flight crewmember obligations in case of decrease in medical fitness refer to OM A, GB 6.1.4.1.
 CABIN CREW
Cabin Crew are required to complete a full medical examination by an AME prior to
employment. A periodic medical questionnaire will be completed by each cabin crewmember
every three years.
5.1.3 CONVERSION TRAINING AND CHECKING (EU-OPS 1.945)

A flight crewmember is required to complete Eurocypria’s conversion course before
commencing unsupervised flying on commercial flights when:
a) When changing an aeroplane type, or
b) When changing operator.

5- 4
The conversion training is conducted in accordance with the training programs approved by the
Cyprus DCA and specified in the Operations Manual – Training (OM, Part D).
The amount of the training required for the conversion course can vary, taking into account the
crewmember's previous training and experience.
5.1.4 RECURRENT TRAINING AND CHECKING (EU-OPS 1.965)

Eurocypria ensures that operational personnel, i.e. air crewmembers and ground personnel,
attend training and undergo recurrent training and checking as deemed necessary or required
by the Cyprus DCA. The respective training programs are available in the Operations Manual –
Training (OM – Part D).

5-5
5.2 FLIGHT CREW
5.2.1 LICENCES
According to the regulations laid down in EU-OPS 1 and by the Cyprus DCA, Eurocypria
appoints only such pilots to act as flight crewmembers on a Public Transport Flight who hold:
 For Commanders, a valid JAR-FCL Air Transport Pilot Licence (ATPL), and
 For Co-Pilots, a valid JAR-FCL Air Transport Pilot Licence (ATPL), or a Commercial
Pilot Licence (CPL) with a “Frozen” ATPL.
5.2.2 QUALIFICATION / EXPERIENCE

Although the minimum experience levels for each post are given here below, the Operations
Manager may alter them wherever he considers such action appropriate based on the past
experience, fleet current experience, training background and competence levels of the
individual crewmember.
5.2.3 COMMANDER
The minimum qualification and experience level for pilots to act as Commander on a Eurocypria
Public Transport Flight are:
 A total of 3,500 hours on jet aeroplanes of maximum take-off weight exceeding 5,000
kgs.
 Must have successfully completed the command course (description given in Part D
Training Manual).
 A valid JAR-FCL Air Transport Pilot Licence (ATPL).
 Valid Medical Certificate Class ONE.
 Aeroplane Type Rating with valid LPC/IR and OPC.
 A Valid Company Line Check.
 Emergency / Safety Equipment and Dangerous goods training completed and valid.
 CRM training completed and valid.
 Route and aerodrome competence.
5.2.4 PILOT RELIEVING THE COMMANDER

5.2.5 CO-PILOT
The minimum qualification and experience level for pilots to act as Co-Pilots on a Eurocypria
Public Transport Flight are:
 A valid JAR-FCL Air Transport Pilot Licence (ATPL), or a Commercial Pilot Licence
(CPL) with a “Frozen” ATPL.
 Valid Medical Certificate Class ONE.
 Successful completion of an MCC course at an approved TRTO.

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 A Valid Company Line Check.
 Emergency / Safety Equipment and Dangerous goods training completed and valid.
 CRM training completed and valid.
5.2.5.1 CO-PILOT’S LIMITATIONS FOR T/O AND LANDING

Co-pilots should not perform Take-offs and Landings when conditions are as described below:
(a) X-wind more than 15 kts (Reduced to 10 kts when RWY width is less than 30mts.)
(b) Visibility less than 1000 mts.
(c) Contaminated RWY
Note: IRE’s and TRE’s can deviate from the above restrictions at their discretion taking into
account the prevailing wx conditions, co-pilot’s experience and other factors.
5.2.6 PILOT FLYING UNDER SUPERVISION – LINE TRAINING

Line flying under supervision provides the opportunity for a flight crewmember to carry out into
practice the procedures and techniques he has been made familiar with during the ground and
simulator flying training. It is carried out in accordance to the Training Manual (Part D). A Line
Training Captain or a TRI/TRE occupies one of the two pilot seats as appropriate. Pilot flying
under supervision follows either:
 The aeroplane type rating endorsement of the pilot’s license after a conversion.
 The simulator and base training during a command upgrade course.
 The employment of an already type rated pilot joining Eurocypria from another operator.
 The minimum amount of pilot flying under supervision of all cases above is specified in
the Training Manual (Part D).
5.2.7 SYSTEM PANEL OPERATOR

5.2.8 OPERATION ON MORE THAN ONE TYPE

5.2.9 UPGRADE OF TO COMMANDER

The minimum Company qualification and experience level for a co-pilot to be promoted to
Commander are:
 A valid JAR-FCL Air Transport Pilot Licence (ATPL).
 A valid Medical Certificate Class ONE.
 3,500 hours on jet aeroplanes.

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 An assessment by the Company as being suitable for command.
 Successful completion of the command course including Line Flying under Supervision
as described in OM Part D.
 Command upgrade CRM course and valid recurrent CRM.
 Route and aerodrome competence.
5.2.9.1 “RESTRICTED” NEWLY PROMOTED AND DIRECT ENTRY CAPTAINS
A Captain is considered “restricted” if:

(a) He is directly employed by ECA as Captain and has not completed:
(i) 2000 hrs on type, OR
(ii) 100 hrs or 20 sectors after final line check with ECA
(b) A newly promoted Captain within ECA who has not completed 100 hrs or 20 sectors after
his final line check.
Commanders falling into the above categories must:
(i) Not give any Take offs and landings to co-pilots.

(ii) Add following increments to published landing minima
(a) Non precision – 200 ft on celing and 1000 mts on RVR
(b) CAT I – 100 mts on RVR
(iii) Not operate into airports forecasted to be below CAT I minima.
(iv) Limit X-wind operations to 28 kts on dry and 23 kts on wet Runway.
5.2.10 RECENCY
5.2.10.1 PILOT RECENT EXPERIENCE ( EU-OPS 1.970)

A pilot shall not operate an aeroplane for commercial air transportation as a part of the
minimum certificated crew, either as pilot flying or pilot non flying, unless he has carried out at
least 3 take-offs and 3 landings in the previous 90 days as pilot flying in an aeroplane or in an
approved flight simulator of the aeroplane type to be used.
After the 90-day period and up to 120 days the pilot must complete the 3 take-offs and landings
by line flying under the supervision of a TRI/TRE.
For periods beyond 120 days, the pilot must complete the 3 take-offs and landings during an
aeroplane training flight (base training) or in an approved flight simulator of the aeroplane type
to be used.
Note 1: In all other cases a flight crewmember must be given adequate ground / simulator training and
/ or route training before being assigned again as an active flight crewmember.

5- 8
Note 2: If deemed necessary the Operations Manager may issue more stringent instructions for re-
qualification, depending on the individual case.
5.2.10.2 RECURRENT TRAINING & CHECKING - LVO

Each pilot’s knowledge and ability to perform the approach category for which he is qualified
has to be assessed. For this reason, a minimum of 3 approaches one of which can be
substituted by an approach and landing in the aeroplane using approved CAT II/III procedures
have to be carried out.
5.2.10.3 ROUTE AND AERODROME COMPETENCE QUALIFICATION (EU-OPS 1.975)
 GENERAL
These qualifications cover the requirements of EU-OPS 1 and the Company.
Any training programmes required will be established with the approval of the Operations
Manager.
Flight and / or simulator training must be co-ordinated with the Training Manager.
After completion of Line Training, pilots are in principle automatically qualified for the areas and
Category A aerodromes served by the Company.
Before operating into any aerodrome, crewmembers must familiarise themselves with the
respective aerodrome briefing and relevant Jeppesen charts and approach plates (OM Part C).
Special briefings for aerodromes rated by the Operations Manager as being Category B or
special routes will be provided to crews operating into these aerodromes / routes.
Prior to operating to a Category B aerodrome, the Commander should be briefed, or self-briefed
by means of programmed instruction, on the Category B aerodrome(s) concerned and should
certify that he has carried out these instructions.
Prior to operating to a Category C aerodrome, the Commander should be briefed and visit the
aerodrome as an observer and /or undertake instruction in a Flight Simulator. This instruction
should be certified by the Operations Manager. Refer to GB 8.1.2.3 and OM RM3 (Route
Manual)]. Refer to OM Part D - Training for the validity of qualifications to operate into Category
C aerodromes.
A route and aerodrome competence qualification or re-qualification is only necessary for
designated routes and aerodromes. The an nual Line Check will normally revalidate
crewmembers for the area served by the Company.
The Operations Manager will determine whether any special training, including simulator
training, is required prior to operation into specific aerodromes / routes.
 VALIDITY
The period of validity of the route and aerodrome competence qualification shall be 12 calendar
months in addition to the remainder of:
 The month of qualification, or
 The month of the latest operation on the route or to the aerodrome.
Route and aerodrome competence qualification shall be revalidated by operating on the route
or to the aerodrome within the period of validity described above.

5-9
If revalidated within the final 3 calendar months of validity of previous route and aerodrome
competence qualification, the period of validity shall extend from the date of revalidation until 12
calendar months from the expiry date of that previous route and aerodrome competence
qualification.

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5.3 CABIN CREW
5.3.1 QUALIFICATION / EXPERIENCE

Note: Additional information is contained in the Eurocypria Operations Manual - Training (Part D) -
Cabin Crew.
5.3.2 SENIOR CABIN CREW MEMBERS

In order to qualify as a senior cabin crewmember, the following criteria have to be met in
addition to the criteria listed below for Cabin Crewmembers:
 Satisfy all personal qualification requirements,
 Have at least one year of experience as an operating cabin crewmember,
 Represent the Company genuinely towards passengers,
 Be aware of high level of exposure towards the passengers and therefore display the
highest possible degree of customer – oriented behaviour and knowledge,
 Show communication skills in order to sustain professional communication with flight
crew, cabin crew and superiors,
 Accept the responsibility of being head of cabin crew,
 Handle the specific duties, which may arise during all phases of a flight,
 Train all categories of cabin crewmembers and give them fullest benefit of their
knowledge and experiences,
 Coach, train and qualify all categories if cabin crewmembers,
 Know and apply all procedures and regulations for normal and abnormal (emergency
situations) in-flight operations,
 Completed an upgrade to SCCM CRM course.
Nomination as SCCM is subject to approval by the Operations Manager and Cabin Crew
Manager.
5.3.3 CABIN CREWMEMBERS

A Cabin Crewmember must meet the following requirements in order to be accepted for
employment:
1. Be at least 18 years of age.
2. Meet a minimum educational standard as determined by the Company.
3. Has passed an initial medical examination or assessment and found medically fit to
discharge the specified cabin crew duties.
4. Remains medically fit to discharge the specified cabin crew duties.
5. Be able to communicate to a good level (verbal and written) in English.
6. Has successfully completed the required training courses as specified in the OM (Part
D) Training Manual - Cabin Crew and holds an attestation of safety training

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5.3.3.1 REQUIRED CABIN CREW MEMBERS

Whenever more than one cabin crewmember is required for the flight, one must be nominated
as Senior Cabin Crewmember.
For additional information regarding the minimum cabin crew refer to OM A, GB 4.1.3.
5.3.3.2 ADDITIONAL CABIN CREWMEMBERS

Additional cabin crewmember solely assigned to specialist duties (e.g. child / minor escorts and
interpreters) do not have to comply with any emergency training requirements.
The moment they appear in uniform and can be recognised as cabin crewmember, they must
be qualified on the aeroplane concerned and are no longer “additional crewmember”, but a
regular cabin crewmember.
5.3.3.3 CABIN CREWMEMBER DURING FAMILIARISATION FLIGHTS

Cabin crewmembers during familiarisation have to:
 After initial training, successfully complete training and pass test approved by the
Authority,
 After an absence of more than six months, complete a refresher training, or
 After an absence of less than six months, operate two re-familiarisation sectors under
supervision.
5.3.3.4 CABIN CREWMEMBER DURING FAMILIARISATION, AFTER MISSED

EXPERIENCE ON AN AEROPLANE TYPE
Cabin crewmembers during familiarisation who missed experience on a type, have to:
 Operate 2 re-familiarisation sectors under supervision.
5.3.4 CABIN CREW OPERATION ON MORE THAN ONE TYPE


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5.4 TRAINING AND CHECKING
5.4.1 FLIGHT CREW
The Training Manager will determine the aims and extent of all training and checking, taking
into account national, international and Company regulations.
Syllabi / programmes shall be established under the authority of:
a) The Training Manager, or
b) The Operations Manager, in close co-ordination with the Training Manager, depending
on the training required.
5.4.1.2 PROFICIENCY CHECKS
 GENERAL
Proficiency checks serve a dual purpose:
1. To cover the requirements (including the revalidation of low visibility operations)
established by the Cyprus DCA in accordance with EU- OPS 1, and
2. To verify the maintenance of the required level of professional skill.
All Proficiency Checks shall be performed in a simulator with a visual capability of at least Level
C, preferably Level D.
A pilot must demonstrate, to a satisfactory level, his abilities in regard to:
a) Instrument flying in general.
b) Performing precision and non-precision approaches.
c) Handling abnormal or emergency situations.
d) Technical and operational knowledge.
In addition, CRM, leadership skills, Pilot Monitoring skills, general behaviour and attitude
towards the profession will be evaluated.
In exceptional cases, a Proficiency Check may be performed in an aeroplane. A special
programme for this purpose will be drawn up by the Training Manager in co-ordination with the
Operations Manager.
 VALIDITY
The period of validity of an Operator Proficiency Check (OPC) shall be 6 calendar months in
addition to the remainder of the month of issue. If issued within the last 3 calendar months of
validity of a previous Operator Proficiency Check, the period of validity shall extend from the
date of issue until 6 calendar months from the expiry date of that previous OPC.
The period of validity of the Licence Proficiency Check (LPC), which includes the Instrument
Rating, shall be 12 calendar months in addition to the remainder of the month of issue. If issued
within the last 3 calendar months of validity of a previous Licence Proficiency Check, the period

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of validity shall extend from the date of issue until 12 calendar months from the expiry date of
that previous LPC. The LPC may be combined with the OPC.
 PROGRAM
The list below is for guidance only. The exact program is listed in the Training Manual (Part D):
 OPERATOR PROFICIENCY CHECK (OPC)
 Rejected take-off,
 Take-off with engine failure between V1-V2,
 ILS to DH with one engine inoperative,
 Missed approach on instruments from minima on single engine,
 Non-precision approach to minima,
 Single engine landing,
 LVO - 3 approaches,
 LVO - Aborted take-off with minimum RVR,
 LVO - Take off
 LVO - ILS to DH < 200ft,
 LVO - Go-Around DH < 200ft,
 LVO - Land from DH < 200ft.
 LICENCE PROFICIENCY CHECK (LPC)
 Take-off with engine failure,
 Adherence to DEP and ARR routes and ATC. Hold procedure once every 3 years,
 ILS to DH manually flown with one engine inoperative,
 ILS missed approach from DH on single engine,
 NDB or VOR/LOC approach to minima,
 Circling approach (once every 3 years),
 Minimum 3 Emergency system operation exercises as listed in LST form
 LVO - Take off

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 COMBINED LPC / OPC

 Take-off with engine failure between V1-V2,
 Adherence to DEP and ARR routes and ATC. Hold procedure once every 3 years
(autopilot may be used),
 ILS to DH, with one engine inoperative, manually flown with missed approach from DH
(manual thrust),
 NDB or VOR/LOC approach to minima (autopilot may be used),
 Circling approach (once every 3 years),
 LVO - Take off

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5.4.1.3 LINE CHECKS
 GENERAL
Line checks are carried out on the aeroplane and are conducted by either Line Training Captain
or TRI/TRE. The training Captain conducting the Line check will occupy the observer’s seat.
Each plot must be check in both Pilot Flying and Pilot non Flying function.
Line checks serve a number of purposes:
1. To cover the requirements of EU-OPS 1.
2. To evaluate the performance of flight crewmembers during routine line operations.
3. To provide feedback to the crew, collectively and individually and serve to identify
retraining.
4. Be used to improve CRM training system.
Crewmembers will normally be given at least one week’s notice prior to their Line Check.
The Training Captain will limit any questions, to the actual route operation. CRM qualities will be
evaluated.
Non-routine “Special Line Checks” may be required by the Operations Manager in certain
circumstances, such as:
 Prolonged absence from flying due to leave, illness or injury.
 During command training.
 During conversion training on a new aeroplane type.
 VALIDITY
The period of validity of a Line Check shall be 12 calendar months in addition to the remainder
of the month of issue. If issued within the final 3 calendar months of validity of a previous Line
Check the period of validity shall extend from the date of issue until 12 calendar months from
the expiry date of that previous Line Check.
 PROGRAM
The Training Manager is responsible for establishing a Line Check programme. Line Checks
should ensure that routine line operations are being conducted safely and efficiently, in line with
current Company SOPs. Inter alia, the following points should be covered (refer also to OM Part
D, Training Manual):
 Pre-, in- and post-flight procedures.
 Flying skills.
 CRM.
 Flight deck management.
 Technical knowledge.
 Operational knowledge (aeroplane performance, loadsheet, area and route, etc.).
 Company and other regulations (FSIs etc.).
 Customer orientation.

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5.4.1.4 RECURRENT TRAINING

 GENERAL
Recurrent training serves a dual purpose:
1. To cover the requirements of EU-OPS 1.
2. To maintain operational and technical knowledge and flying skills at an adequate level.
 TYPES OF RECURRENT TRAINING
1. EMERGENCY AND SAFETY EQUIPMENT TRAINING (ANNUAL & TRIENNIAL)

VALIDITY
The period of validity of an annual Emergency and Safety Equipment Check shall be
12 calendar months in addition to the remainder of the month of issue. If issued within the final
3 calendar months of validity of a previous annual Emergency and Safety Equipment Check,
the period of validity shall extend from the date of issue until 12 calendar months from the
expiry date of that previous annual Emergency and Safety Equipment Check.
The period of validity of a triennial Emergency and Safety Equipment Check shall be 3 calendar
years in addition to the remainder of the month of issue. If issued within the final 3 calendar
months of validity of a pre vious tri-annual Emergency and Safety Equipment Check, the period
of validity shall extend from the date of issue until 3 calendar years from the expiry date of that
previous triennial Emergency and Safety Equipment Check.
PROGRAM
The program shall cover yearly:
 Operational routine and non-routine problems.
 Actual donning of a lifejacket.
 Actual donning of protective breathing equipment.
 Actual handling of the fire extinguishers.
 Instruction on the location and use of all emergency and safety equipment, carried on
board.
 Instruction on the location and use of all type of exits.
 Evacuation procedures and drills.
 Security procedures.
 General topics.
 Accident / Incident and Occurrence review.
Every 3 years the program will include additionally to the yearly program:
 Actual operation of all types of exit.
 Actual fire fighting.
 The effects of smoke in enclosed areas, and use of all relevant equipment in a
simulated smoke filled environment.

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2. CREW RESOURCE MANAGEMENT COURSES (CRM):
VALIDITY
Flight crewmembers should complete the major elements of the full length CRM course over a
3-year recurrent training cycle.
BEHAVIOURAL MARKERS
The following observable actions by crewmember s are used as behavioural markers for the
assessment of the CRM. Although their use is primarily addressed to instructors, they can be
used just as well by all pilots for self-development.
 WORKLOAD
 Are calm, relaxed, careful and not impulsive.
 Prepare, prioritize and schedule tasks effectively.
 Recognize high workload.
 Use time efficiently when carrying out tasks or make time.
 Offer and accept assistance, delegate when necessary and call for help early.
 Review and monitor, and cross-check actions conscientiously.
 Follow procedures appropriately and consistently.
 Concentrate on one thing at a time, ensure tasks are completed and do not become
distracted.
 Carry out instructions as directed.
 C O MMU N I C AT I O N S
 Know what, how much and who they need to communicate to.
 Insure the recipient is ready and able to receive the information.
 Pass messages and information clearly, accurately, timely and adequately.
 Check the other person has the correct, understanding when passing important information.
 Listen actively, patiently and demonstrate understanding when receiving information.
 Ask relevant and effective questions and offer suggestions.
 Use appropriate body language, eye contact and tone.
 Are open and receptive to other people's view
 S I T U A T I O N AW A R EN E SS
 Are aware of what the aeroplane and its systems are
doing.
 Are aware of where the aeroplane is and its
environment.
 Keep track of time and fuel.
 Are aware of the condition of people involved in the operation, including the passengers.
 Recognize what is likely to happen, plan and stay ahead of the game.
 Identify threats to the safety of the aeroplane and people.
 Develop "What If?" scenarios and make pre-decisions.

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 LEADERSHIP AND TEAMWORK

 Agree and are clear of the team's objectives and members' roles.
 Are friendly, enthusiastic, motivating and considerate of others.
 Use initiative, give direction and take responsibility when required.
 Are open` and honest about thoughts, concerns and intentions.
 Give and receive criticism and/or praise well, and admit mistakes.
 Confidently do and say what is important to them.
 Balance rank authority and demonstrate respect and tolerance for other people.
 Involve others in planning and share tasks fairly.
 PROBLEM SOLVING AND DECISION MAKING
 Identify and verify why things have gone wrong and do not jump to conclusions or make
assumptions.
 Seek accurate and adequate information from appropriate resources.
 Persevere in working through a problem.
 Use and agree an appropriate decision making process.
 Agree essential and desirable criteria and prioritize.
 Consider as many options as, practicable.
 Make decisions when they need to, review and change if required.
 Consider risks but do not take unnecessary risks.
PROGRAM
The program shall cover:

 Human error and reliability, error chain, error prevention and detection
 Company safety culture, SOPs, organisational factors,
 Stress, stress management, fatigue and vigilance,
 Information acquisition and processing, situation awareness, workload management
 decision making,
 Communication and co-ordination inside and outside the cockpit
 Leadership and team behaviour, synergy
 Automation and philosophy of the use of Automation
 Case based studies
 Additional areas which warrant extra attention as identified by the Safety Officer

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3. GROUND AND REFRESHER TRAINING (GRT):
GENERAL
Knowledge of the ground and refresher training shall be verified by a questionnaire or other
suitable method.
A technical questionnaire forms part of one of the bi-annual OPCs and must be completed
successfully (at least 80% of questions answered correctly).
VALIDITY
Each flight crewmember shall undergo Ground and Refresher Training annually. The period of
validity of the Ground and Refresher Training shall be 12 calendar months in addition to the
remainder of the month. If the training is conducted within 3 calendar months prior to the expiry
of the 12 calendar month period, the next ground and refresher training must be completed
within 12 calendar months of the original expiry date of the previous ground and refresher
training.
PROGRAM
The programme shall cover:

 Review of aeroplane systems.
 Review of OM (Part B) and normal and non-normal procedures, including ground de-
icing/anti-icing procedures.
 Accident/Incident and occurrence review.
 Technical examination.
4. SYNTHETIC TRAINING DEVICE (SIMULATOR) TRAINING

GENERAL
The programme for simulator training will be decided by the Training Manager in consultation
with the Company’s Training Department. It should take into consideration:
a) The complexity of modern equipment and related operating procedures.
b) The requirement for periodic repetition of abnormal and emergency procedures, which
are rarely used in routine operations.
VALIDITY
Two per calendar year, normally carried out during the second day of the simulator recurrent
training phase and it is combined with the Operators Proficiency check.

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PROGRAM
1. Handling of technical malfunctions in the air and on the ground. All listed subjects (see
Part D, Training Manual - Form T3) must be covered over a three-year cycle.
2. Correct handling of all checklists.
3. Correct application of SOPs.
4. LOFT exercise.
5. Any required procedures which are not covered in the Proficiency Checks.
Special emphasis will be given to flight deck management and CRM.

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5.4.2 COMPETENCY
5.4.2.1 STANDARDS OF PERFORMANCE

The standards of performance define the professional quality required for flight crewmembers.
They consist of two major parts, Personality and Performance.
PERSONALITY
 Overall standard.
 Stable and balanced personality.
 Reliability.
 Willingness to accept discipline.
 Development capability.
 Sociability.
 Ability to work in a team.
 Loyalty.
 Ability to prioritise.
 Leadership.
 Physical and mental fitness.
PERFORMANCE
Each flight crewmember must fulfil all requirements listed above. His ability to do so is subject
to regular assessments and tests by the Training Department of Eurocypria Airlines. If any
deficiencies are detected, the Operations Manager will determine the required course of action.
5.4.2.2 COMMANDER
The Commander must be able to:
 Satisfy all requirements of the general standard of performance, under the stress of
assuming complete responsibility for the flight.
 Be head of the whole crew and therefore manage the whole flight.
 Make appropriate decisions and enforce them.
 Represent the Company adequately in front of passengers and, where necessary,
Authorities. He must display a high level of a customer orientation attitude.
 Plan a flight according to the regulations.
 Fly the aeroplane safely during all phases of normal and abnormal situations according
to relevant regulations and with due consideration of passenger comfort, punctuality
and economy.
 Coordinate his duties with those of any supernumerary captain who may be carried
(e.g. an in-flight relief Captain). Only one Captain will be designated as the Legal
Captain, with overall responsibility for the flight.

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 Carry out pilot-not-flying duties when the co-pilot is flying the aeroplane.
 Monitor the activities of the co-pilot and draw his attention to any mistakes.
 Land the aeroplane unaided in case of co-pilot’s incapacitation.
 Be familiar with all procedures and regulations pertaining to normal, abnormal and
emergency operations and be able to apply them expediently and economically.
 Foster a high degree of customer orientation in the entire crew.
 Offer instruction to all crewmember s and give them the full benefit of his experience.
 Guide and train the co-pilot, especially new entry pilots.
 Be familiar with the duties of the cabin crew, so that he can supervise their activities
and make the respective decisions.
 Make routine and non-routine announcements to passengers in English and/or Greek,
where applicable, and ensure cabin crew repeats announcement in other applicable
language.
 Be fully conversant with the operation of all aeroplane systems under any of the
conditions described in the Operations Manual (Part B).
 Know the limitations of the aeroplane and its systems.
5.4.2.3 CO-PILOT
The co-pilot must be able to:
 Support the Commander as a team member in all matters and act as his deputy
whenever necessary.
 Plan a flight according to the respective regulations.
 Fly the aeroplane safely within the operation envelope during all phases of normal
operations, according to relevant regulations and with due consideration of passenger
comfort, punctuality and economy.
 Fly and land the aeroplane safely under demanding conditions or with technical
malfunctions e.g. execute a single-engine precision or non-precision approach and
missed approach.
 Coordinate his duties with those of any supernumerary First Officer who may be carried
for a specific purpose (e.g. Safety Pilot or in-flight relief pilot).
 Carry out the duties of the pilot-not-flying when the Commander is flying the aeroplane
 Monitor the activities of the Commander and dra w his attention to any mistakes.
 Land the aeroplane unaided in case of Commander’s incapacitation.
 Be familiar with all documentation required for pre-flight and in-flight activities.
 Be familiar with all procedures and regulations pertaining to normal, abnormal and
emergency operations and be able to apply them expediently and economically.
 Co-operate with all other crewmembers.
 Perform unaided and competently any administrative duties assigned to him,
 Be familiar with the duties of the cabin crewmembers.

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 Develop and maintain a customer-oriented attitude.

 Be fully conversant with the operation of all aeroplane systems under any of the
conditions described in the Operations Manual (Part B).
 Be able to make routine and non-routine announcements to passengers in English
and/or Greek, where applicable, and ensure cabin crew repeats announcement in other
applicable language.
5.4.2.4 TRAINING REPORTS AND GRADING
 POLICY
Training Reports serve the following purposes:

 To give the flight crewmember a feedback on his general performance, including
behaviour, attitude to work and leadership,
 To inform the flight crewmember the standard he has achieved in relation to the
required standard, with special emphasis on points that should be improved,
 To record the performance of a flight crewmember during:
 A particular course,
 A particular period,
 A check.
A flight crewmember who receives a grading of “Fail” shall have the reasons for this grading
explained to him.
Since flight crew are required to be in good physical and mental health for flight duties, no
subsequent claim of indisposition can be accepted as an excuse for a performance leading to a
“Fail” grading.
Training Records shall be treated confidentially. Upon request, a flight crewmember may have
access to all his training and checking records.
Reports during transition training, command courses, route and proficiency checks shall be
made in written form by the responsible Training or Check Captain, in accordance with current
Company requirements.
The signature of the flight crewmember on the LPC/OPC check form (Form T2) means that he
has read and understood the Training Captain’s comments and grading. It is not necessary for
the crewmember to agree with these comments or grading.
 REPORTS AND GRADING
In general, a report consists of two parts:

1. A written report.
2. A grading.

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 GRADING
Only First Officers and Senior First Officers receive gradings following their LPC/OPC or Line
checks. These gradings are:
1. Very Good
2. Good
3. Satisfactory
4. Unsatisfactory (Fail)
Captains are only assessed as Pass or Fail.
 DEFINITION OF GRADING
(1) VERY GOOD:

“Ability as pilot, operational knowledge and approach to the job is very good and definitely
above the average standard of co-pilots”.
A ‘Very Good’ rating should only be awarded if the check has been carried out to a very high
standard, with no significant mistakes and with no items failed. The candidate must also have
shown a comprehensive grasp of Company SOPs, technical knowledge, and good flying skills
and CRM.
(2) GOOD:
“Average standard, generally sound performance throughout”.

‘Good’ should be given when the performance has been to a generally good standard. If more
than one item of the check was failed, it is unlikely that the candidate would merit a ‘Good’
rating.
(3) SATISFACTORY:
“Just acceptable, either generally or in the particular aspects detailed in the report, below the
average standard”.
‘Satisfactory’ would be an appropriate rating for a check that was completed satisfactorily but
without any great distinction. Some items may have been failed at the first attempt and
subsequently passed. A rating of ‘Satisfactory’ should not be seen as an implied criticism of a
newly -qualified pilot, although the candidate should strive to attain a ‘Good’ rating as soon as
possible.
(4) UNSATISFACTORY (Fail):

“Either generally or in particular aspect(s) detailed in the report, below the minimum acceptable
standard. This grade to be used for all failure cases and should be accompanied by amplifying
remarks and recommendations”.
A candidate rated as ‘Unsatisfactory’ has failed to reach the standards required by the
Company or the Authority and will require further training before being able to take a re-test.

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 CONSEQUENCES OF FAILURE AND FOLLOW-UP ACTIONS

A “Fail” grading will require further training before a re-test. Until the re-test has been passed
the crewmember cannot exercise the privileges of his licence.
 FILING OF QUALIFICATIONS
The Training Manager is responsible for keeping Training Records, as stipulated by the Cyprus
DCA (see GB 2.1.4).

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5.4.2.5 TRAINING RECORDS

Flight Crewmember s, upon request to the Training Manager, may have access for reading of
their training file.

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5.4.2.6 TRAINING, CHECKING AND SUPERVISION PERSONNEL FLIGHT CREW

Note: Refer to Eurocypria’s Training Manual TM (OM D) - Flight Crew - Chapter 2 for details of
qualification requirements.
 GENERAL
Prior to appointment to a training position, nominees must have been checked in those duties
applicable to the appointment. A certificate of competence to conduct the duties of the particular
training or checking capacity (OM Part D - Form T12) must be verified and evidence retained on
the individual’s personal training file.
Where training and check personnel are required to occupy either pilot’s seat, they must be
checked and certified in their normal and emergency duties in both seats.
 TREs / TRIs
Flight crewmembers nominated to conduct Operator’s and Licence Proficiency / Skill checks /
tests have to be authorised by the UK CAA and the Cyprus DCA. The authorisation permits the
nominated examiner to conduct OPCs, LPCs and/or LSTs on the aeroplane or a flight simulator
qualified and approved by the Authority for that purpose.
Instructors or Examiners of foreign operators, aeroplane manufacturers or specialised training
organisations can be accepted by the Authority, provided that evidence is produced indicating
that they have the appropriate experience.
 LINE CHECK PILOTS
Commanders nominated as line check pilots must be acceptable to the Authority.
 REVALIDATION AND RENEWAL OF INSTRUCTORS LICENCES

To maintain authorisation, the instructor / examiner must comply with the requirements of JAR-
FCL.

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5.4.3 TRAINING AND CHECKING OF CABIN CREW
Th e Cabin Crew Manager and the Senior Trainer Cabin Crew, in consultation with the Training
Manager will determine the aims and extent of all training and checking, taking into account
national, international and Company regulations.
Syllabi / programmes shall be established under the authority of:
 Training Manager, or
 The Flight Operations Manager, in close co-ordination with the Training Manager,
depending on the training required.
Before undertaking assigned duties, each cabin crewmember must complete the training
specified below. He must also pass the prescribed checks covering the training received, in
order to verify proficiency in carrying out safety and emergency procedures. Each cabin
crewmember must successfully complete the following:
1. Initial training.
2. Conversion training, including familiarization flights.
3. Recurrent training, when applicable.
5.4.3.2 CLASSROOM INSTRUCTIONS

The program for the special theoretical course is established by the DCA Cyprus approved
training facility / syllabus.
5.4.3.3 INITIAL TRAINING
 GENERAL
All new cabin crewmembers shall complete initial training according to the Company’s OM (Part
D) - Training Manual.
 PROGRAM
The initial training contains:
 General aeroplane information.
 Fire and Smoke Training.
 Water Survival Training.
 Survival Training.
 Medical aspects and First Aid.
 Passenger handling including Dangerous Goods training and Security procedures.
 Communications.
 Discipline and responsibilities.
 Crew Resource Management.
 Pilot’s incapacitation.

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5.4.3.4 FINAL CHECK

Each training period must be finished with a positive check flight and a report.
5.4.3.5 RECURRENT TRAINING
 GENERAL
The recurrent training serves a dual purpose:
 To cover requirements of EU-OPS 1,and
 To maintain knowledge at a level sufficient to handle the emergency equipment as well
as potential emergency situations
Each cabin crewmember will undergo recurrent training, covering the actions in normal and
emergency procedures of the relevant aeroplane type.
The period of validity of recurrent training and the associated checking required shall be 12
calendar months in addition to the remainder of the month if issue. If issued within the final 3
calendar months of validity of a previous check, the period of validity shall extend from the date
of issue until 12 calendar months from the expire date of that previous check.
 YEARLY RECURRENT PROGRAM

The training programme will be arranged by the Cabin Crew Manager, according to EU-OPS 1
requirements.
Suitably qualified persons must conduct the recurrent training.
Every year the programme of practical training must include the following:
 Emergency procedures, including pilot incapacitation,
 Evacuation procedures, including crowd control techniques,
 Touch – drill by each cabin crewmember for opening normal and emergency exits for
passenger evacuation,
 The location and handling of emergency equipment, including oxygen systems, and the
donning by each cabin crewmember of life jackets, portable oxygen and breathing
equipment
 First aid and the content of the first aid kits,
 Stowage of articles in the cabin,
 Dangerous goods procedures,
 Security procedures,
 Incident and accident review, and
 Crew resource management.

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 TRIENNIAL RECURRENT PROGRAM
Every 3 rd year the recurrent training must also include:

 The operation and actual opening of all normal and emergency exits for passenger
evacuation in an aeroplane or representative training device.
 Demonstration of the operation of all other exits.
 Each cabin crewmember must be given realistic and practical training in the use of all
fire fighting equipment, including protective clothing, representative of that carried in the
aeroplane.
 Demonstration of the use of the slides as floating devices.
 EXAMINATION PROCEDURES
The recurrent training contains a written examination, covering subjects decided upon by the
Cabin Crew Training Department in consultation with the Training Manager. The written
examination is required in order to verify that each cabin crewmember is proficient in carrying
out normal and emergency safety duties.
If a cabin crewmember fails the examination, he will be scheduled for a second test. He may
not continue to fly until successfully passes the written examination.
After a second failure, the Cabin Crew Manager must be informed and will decide on any
required action.
 CRM TRAINING
Cabin Crew CRM training is part of the annual recurrent training and is normally carried out
combined with flight crew. It covers:
 Safety awareness.
 Human aspects development training, e.g.
o Communication,
o Team-building and co-operation,
o Situation awareness,
o Judgement and decision making,
o Workload management.
 Case based studies
 Additional areas which warrant extra attention as identified the Safety Officer
 CRM TRAINING FOR UPGRADE TO SENIOR CABIN CREW MEMBERS

Refer to Operations Manual – Training (Part D).

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5.4.3.6 REFRESHER TRAINING AND RECENCY

After an absence from all flying duties for more than six months a cabin crewmember will be
required to attend refresher training.
If a cabin crewmember has not been absent from all flying duties, but - during the preceding 6
months - has not undertaken duties as a cabin crewmember he must:
 Complete a refresher training, or
 Operate 2 familiarisation sectors under supervision.
5.4.3.7 LINE CHECKS

Line Checks will include a check of the crewmember’s knowledge of safety -related items. Line
checks shall be conducted annually.
5.4.3.8 COMPETENCY
 STANDARDS OF PERFORMANCE
Performance standards define the professional qualities required of flight crewmembers. They
consist of two major parts, Personality and performance.
 PERSONALITY
 Overall standard.
 Stable and balanced personality.
 Responsibility.
 Sociability.
 Willingness to serve.
 Honesty.
 Approach to customers.
 Ability to work in a team.
 Physical and mental fitness.
 PERFORMANCE
Each cabin crewmember must fulfil all requirements listed above. His ability to do so is subject
to regular assessments and tests by the Cabin Crew Training Department of Eurocypria
Airlines. The Cabin Crew Manager and the Cabin Crew Trainers will carry out training and
checking. If any deficiencies are detected, the Cabin Crew Manager will determine the required
course of action.

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5.4.3.9 TRAINING REPORTS AND GRADING

 POLICY
Training Reports serve the following purposes:
a) To give the cabin crewmember a feedback on his general performance, including
behaviour, attitude to work and teamwork.
b) To record the performance of a cabin crewmember during:
i. A particular course.
ii. A particular period.
iii. A check.
Personal reports on all cabin crewmember s shall be completed by the Cabin Crew Trainers and
SCCMs at least once a year.
Personal checks on all cabin crewmembers shall be performed through a Cabin Crew Trainer at
least once a year.
 COMPOSITION OF REPORTS
Written reports must cover the following aspects:
 Attitude
 Performance
 Safety / security / emergency knowledge
 Communication
 Overall impression
 ACCOUNTABILITY
Cabin crew training and checking personnel must:
 Act in an exemplary manner
 Inspire confidence
 Demonstrate professional knowledge and a sense of responsibility
 CONSEQUENCES OF FAILURE TO MEET THE REQUIRED STANDARD

If a Cabin Crewmember fails to meet or maintain the required standards, follow-up action must
be taken by the Cabin Crew Manager.

5 - 33
5.4.3.10 SENIOR CABIN CREW MEMBER

 POLICY
Checks on Senior Cabin Crew shall be performed at least once every year.
 PURPOSE
 To evaluate the individual performance of the SCCM,
 To maintain high quality in-flight service.
 EVALUATION
The assessment will consist of a scored evaluation on the following points:
 Customer orientation / focus
 General knowledge
 Personality profile
 Management and coaching skills
 Self-appraisal
 General impression
 Development
 GRADING
Same as for cabin crewmember s
5.4.3.11 TRAINING CHECKING AND SUPERVISION PERSONNEL FOR CABIN CREW

Note: Refer to Eurocypria’s Training Manual TM (OM D) - Cabin Crew - Chapter 1 for details of
qualification requirements.
5.4.3.12 GENERAL
Prior to appointment to a training position, nominees must have been checked in those duties
applicable to the appointment. A certificate of competence to conduct the duties of the particular
training or checking capacity must be verified and evidence retained on the individual’s
personal training file.
Instructors or Examiners of foreign operators, aeroplane manufacturers or specialised training
organisations can be accepted by the Authority, provided that evidence is produced indicating
that they have the appropriate experience.
5.4.3.13 CABIN CREW TRAINING PERSONNEL

The cabin crew training personnel is responsible for the training quality of the introduction of
new cabin crewmembers.
The trainee shall have the opportunity to learn as much as possible. The trainee shall be guided
where necessary but also have the possibility to work on his own where applicable. Every flight

5 - 34
has to be commented in writing, with clear indications of missing practical knowledge in the field
of learning criteria and the steps to be made within his assignment.
In case of irregularities, such as:
a) Insufficient practical know-how, and
b) Missing willingness to fulfil the proper duties on board,
the training personnel must get in touch with the CCM in order to organise additional flights or
consider further actions.
5.4.3.14 NOTES
The cabin crew training personnel has to prepare himself about the field of learning required for
the trainee. Therefore, he may get in contact with the trainee concerned before the flight:
 To guide the trainee according to Eurocypria’s service instructions and the CSPM,
 To encourage and challenge the trainee,
 To take notes of the flight preparation and help if Company documents are incomplete
or wrong,
 To act exemplary, inspire confidence and proof professional knowledge,
 To analyse every flight and determine the daily or weekly goal,
 To report any important incidents or irregularities to the CCM.

5 - 35
5.5 OTHER OPERATIONS PERSONNEL

Refer to the Operations Control, Standards Procedures Manual.

5 - 36

CREW HEALTH PRECAUTIONS GB (OM A)
6-1
TABLE OF CONTENTS
Paragraph Page
6 CREW HEALTH PRECAUTIONS......................................................................... 2
6.1 GENERAL ................................................................ ................................ .............. 2
6.1.1 CREW ILLNESS OR INCAPACITATION IN FLIGHT ................................ ...... 3
6.1.2 INTERNATIONAL REGULATIONS ................................ ............................... 3
6.1.3 QUARANTINE REGULATIONS................................ ................................ .... 4
6.1.4 PILOT’S MEDICAL CERTIFICATE REGULATIONS ................................ ...... 4
6.1.5 MEDICAL ................................ ................................ .................................... 5
6.2 CREW HEALTH PRECAUTIONS ................................ ................................ ............. 6
6.2.1 ALCOHOL AND OTHER INTOXICATING LIQUOR ................................ ........ 6
6.2.2 NARCOTICS ................................ ................................ ............................... 6
6.2.3 DRUGS / SLEEPING TABLETS / PHARMACEUTICAL PREPARATIONS ....... 6
6.2.4 VACCINATIONS AND IMMUNISATIONS ................................ ...................... 9
6.2.5 DEEP DIVING................................ ................................ ............................. 10
6.2.6 BLOOD DONATION ................................ ................................ ................... 10
6.2.7 MEALS PRECAUTIONS PRIOR TO AND DURING THE FLIGHT .................. 10
6.2.8 SLEEP AND REST................................ ................................ ......................12
6.2.9 SURGICAL OPERATIONS ................................ ................................ ..........14
6.2.10 PREGNANCY ................................ ............................................................ 15
6.2.11 SMOKING ................................ ................................ ................................ ..15
6.2.12 VISION CORRECTION................................................................ ............... 15
6.2.13 INJURY OR ILLNESS ................................ ................................ .................15
6.2.14 CONTACT WITH INFECTIOUS DISEASE ................................ ................... 16
6.2.15 DOCTOR‘S MEDICAL AND FIRST AID KITS ................................ ...............16
6.2.16 COSMIC RADIATION (EU -OPS 1.390) ......................................................................... 16
6.3 TROPICAL MEDICINE ................................ ................................ ...........................24
6.3.1 TROPICAL CLIMATE ................................ ................................ .................24
6.3.2 HYGIENE ................................ ................................ ................................ ..24
6.3.3 TROPICAL DISEASES ................................ ................................ ...............25
6.3.4 MAIN TROPICAL DISEASES ................................................................ ...... 26
6.3.5 MEDICAL ................................ ................................ ................................... 29
6.3.6 MEDLINK IN-FLIGHT MEDICAL SERVICES ................................ .................33
6.3.7 ILLNESS AND INJURIES ................................ ............................................. 37
6.3.8 CONTAGIOUS (INFECTIOUS) DISEASES ON BOARD ................................ .37
6.3.9 DEATH ON BOARD …………………………………………………………………..37
2008 Eurocypria Airlines Ltd. Revision: 6 / 14 -Jul-2008

GB (OM A) CREW HEALTH PRECAUTIONS
6- 2
6. CREW HEALTH PRECAUTIONS
6.1 GENERAL (EU-OPS 1.085 / JAR-FCL 3.040)
Accidents and incidents have occurred as a result of pilots flying while medically unfit and the
majority have been associated with what have been considered relatively trivial ailments.
Although the symptoms of colds, sore throats, diarrhoea and other abdominal upsets may
cause little or no problem whilst on the ground they become dangerous in the flying
environment by distracting the pilot and degrading performance in the various flying tasks. The
in-flight environment may also increase the severity of symptoms which may be minor while on
the ground. The effects may be compounded by the side effects of the medication prescribed or
bought over the counter for the treatment of such ailments.
Medical practice has changed dramatically in recent years. Improved knowledge of various
diseases, better investigation techniques, improved treatments and increased pressure on
hospital facilities and other medical facilities have resulted in very rapid assessment and
intervention for an increasing number of medical problems. The increase in use of “over-the-
counter” medication is a further complicating development. In these circumstances, licence
holders may not be aware of the possibility of serious flight safety implications when they have
been affected by such medical event that have been rapidly investigated and/or treated. Some
examples requiring advice from an Authorised Medical Examiner (AME) before returning to duty
are given below:
 Any surgical operation.
 Any medical investigation with abnormal results.
 Any regular use of medication.
 Any loss of consciousness.
 Kidney stone treatment by ultrasound (lithotripsy).
 Coronary angiography (catheterisation of the heart).
 Translent ischaemic attact (TIA).
 Abnormal heart rhythms including atrial fibrillation/flutter.
The above list is not exhaustive but illustrated some conditions which may now, in certain
circumstances, be dealt with over hours rather than days yet still have serious implications. It is
worth emphasizing that before agreeing to any medical intervention, licence holders must
ensure that their doctor knows they are fight crew and that, if there is any possibility
performance could be affected or risk of incapacitation increased, advice must be obtained from
an AME before exercising any licence privileges. Furthermore, they must feel and believe
themselves to be fully fit for operations before reporting for duty.
A crewmember’s sickness / illness, his feeling unwell / indisposed or the impairment of his
senses and reflexes by narcotics, drugs or pharmaceutical preparations / medicaments have
quite often contributed to incidents and accidents. Therefore, crew health is of the highest
importance and has a direct impact upon flight safety. This is reflected in very stringent
requirements for regular medical examinations and medical certificates. It hardly needs to be
mentioned that living health-consciously is in the self-interest of crewmember.

6-3
No person shall act as a member of the crew of a Eurocypria aeroplanes if, for any reason, his
physical or mental condition is such that would render him unable to discharge his assigned
duties and responsibilities to a safe standard, or if he knows or suspects that he is suffering
from fatigue, or feels unfit to the extent that he could endanger the safety of the aeroplane or its
occupants.
Crewmembers should not undertake any flying duties whilst under the influence of alcohol,
narcotics, drugs or any medicine that was not approved by a medical examiner for use by
crewmembers.
6.1.1 CREW ILLNESS OR INCAPACITATION IN FLIGHT

Any crewmember who becomes ill or incapacitated while on flight duty or during a night-stop in
Paphos or at an outstation must report the matter to the Commander as early as possible. Any
apparent incapacity in a fellow crewmember should be investigated without delay. Commanders
should be aware that a sudden deterioration in health may be an indication of a dangerous or
infectious disease.
The Commander must ensure that a doctor is called at the earliest opportunity to examine the
crewmember concerned. A certificate must be obtained stating whether the individual is fit for
duty or alternatively for travel. The Commander is authorised to arrange any tests necessary to
ascertain the condition of the individual concerned. The Commander must report on the
Commander’s Report details about the medical event.
The Commander has an overall responsibility for ensuring that all of the crew is fit for duty,
even if a report of sickness is not received. Where any doubt exists, the Commander must
ensure that the individual concerned is examined by a doctor and that the doctor’s report is
forwarded to the main base, if possible on the flight concerned or, failing this, at the earliest
opportunity.
Carriage of reported ill flight and/or cabin crew is not permitted without the approval of
Operations Manager.
On those very rare occasions when a crewmember is incapacitated in flight for any reason it is
very important that the crewmember concerned is seen by the an Eurocypria approved doctor
as soon as possible after landing.
Note 1: For flight procedures in the case of incapacitation of flight crewmembers refer to OM A, GB 8.3.14.
Note 2: For chain of command in the case of Commander’s incapacitation refer to OM A, GB 4.3.
6.1.2 INTERNATIONAL REGULATIONS

The Commander must report all cases of illness on board an aeroplane (excluding cases of
airsickness and accidents) on landing at an aerodrome. The details of illnesses are to be given
to the Handling Agent and any other appropriate aerodrome medical or health authority. Cases
of ill passengers/crew disembarked during the flight must also be reported on arrival.
6.1.3 QUARANTINE REGULATIONS

When a passenger or crew on board shows symptoms which might indicate the presence of a
major disease the Commander of an arriving flight must ensure that the aerodrome medical or
health authority have been informed.

6- 4
It is the responsibility of the aerodrome medical or health authority to decide whether isolation
of the aeroplane, crew and passengers is necessary.
On arrival of the aeroplane, nobody shall be permitted to board the aeroplane or disembark or
attempt to off-load cargo or catering until such time as authorised by the aerodrome medical or
health authority.
Each station, in conjunction with the aerodrome medical or health authorities will devise a plan
that would provide, when necessary, for:
 The transport of suspected cases of infectious diseases by selected ambulance to a
designated hospital.
 The transfer of passengers and crew to a designated lounge or waiting area where they
can be isolated from other passengers until cleared by the aerodrome medical or health
authorities.
 The decontamination of the aeroplane, passenger baggage, cargo and mail and any
isolation lounges used by passengers or crew suspected of having infectious diseases.
6.1.4 PILOT’S MEDICAL CERTIFICATE REGULATIONS

All pilots, holders of Medical Certificate Class 1, should familiarize themselves with the
procedures to be followed in case of decrease in medical fitness, as described below.
6.1.4.1 DECREASE IN MEDICAL FITNESS (JAR-FCL 1.040 / 3.040)

a) Holders of medical certificates shall not exercise the privileges of their licences, related
ratings or authorisations at any time when they are aware of any decrease in their medical
fitness which might render them unable to safely exercise those privileges.
b) Holders of medical certificates shall not take any prescription or non-prescription medication
or drug, or undergo any other treatment, unless they are completely sure that the
medication or treatment will not have any adverse effect on their ability to perform their
duties safely. If there is any doubt, advice shall be sought from the Aeromedical Section
(AMS), an Aeromedical Centre (AMC), or an Aeromedical Examiner (AME).
c) Holders of medical certificates shall, without undue delay, seek the advice of the AMS, an
AMC or an AME when becoming aware of:
 Hospital or clinic admission for more than 12 hours; or
 Surgical operation or invasive procedure; or
 The regular use of medication; or
 The need for regular use of correcting lenses.
d) Holders medical certificates who are aware of:
 Any significant personal injury involving incapacity to function as a member of a flight
crew, or
 Any illness involving incapacity to function as a member of a flight crew throughout a
period of 21 days or more; or
 Being pregnant,

6-5
shall inform Cyprus DCA, or the AME, who shall subsequently inform the Cyprus DCA, in
writing of such injury or pregnancy, and as soon as the period of 21 days has elapsed in the
case of illness. The medical certificate shall be deemed to be suspended upon the
occurrence of such injury or the elapse of such period of illness or the confirmation of the
pregnancy.
e) In the case of injury or illness the suspension shall be lifted upon the holder being medically
assessed as fit to exercise the privileges of his licence by an AME in consultation with the
Cyprus DCA under arrangements made by the Cyprus DCA or upon the Cyprus DCA
exempting, subject to such conditions as it thinks appropriate, the holder from the
requirement of a medical examination.
f) In the case of pregnancy, the suspension may be lifted by the AME in consultation with the
Cyprus DCA, for such period and subject to such conditions as it thinks appropriate and if
an AME assesses a pregnant Class 1 pilot as fit Class 1, a multi-pilot (Class 1 “OML”)
limitation shall be entered. The suspension shall cease upon the holder being medically
assessed by the AME (after the pregnancy has ended) and being pronounced fit. Following
a fit assessment by an AME at the end of pregnancy, the relevant multi-pilot (Class 1
“OML”) limitation may be removed by the AME, informing the Cyprus DCA.
Note: When Cyprus DCA Medical Department is advised that a medical certificate holder is unfit due to
illness, injury or pregnancy, a standard letter will be issued, advising them that they are “temporarily
unfit”. Such a letter will explain in general terms the procedure for re-certification. Any specific
requirements protocols in an individual case will be passed to the certificate holder.
6.1.5 MEDICAL
Any crew may seek medical advice from the Cyprus DCA Approved Medical Examiner (AME)
or any other Company approved doctor.
The following internet sites can provide useful information on crew health precautions to
crewmembers:
1. http://www.aircrewhealth.com/
2. http://www.caa.co.uk/default.aspx?categoryid=923
6.1.6 CABIN CREW MEDICAL REQUIREMENTS
In accordance with EU OPS 1.995 and DCA requirements, each cabin crew member must be in
possession of a valid medical certificate issued by an Approved Medical Examiner (AME).
Medical examinations are required every 5 years for cabin crew under the age of 40, and every
3 years for cabin crew over the age of 40. In addition, every year, all cabin crew must declare to
the company the continuation of their fitness by completing the relevant form located in CSPM.

6- 6
CREW HEALTH PRECAUTIONS

Crewmembers must be aware of relevant regulations and guidance on crew health matters.
6.1.7 ALCOHOL AND OTHER INTOXICATING LIQUOR

Although alcohol consumption may be socially acceptable, its detrimental effect on human skills
and efficiency cannot be over-estimated particularly in relation to flying duties. The effects of
alcohol are primarily related to levels in the blood, which vary individually according to the
quantity and rate of consumption and may be significant long after the last alcoholic intake.
A crewmember shall not:
 Consume alcohol less than 8 hours prior to the specified reporting time for flight duty or
the commencement of stand-by.
 Commence a flight duty period with a blood alcohol level in excess of 0.2 promille.
 Consume alcohol during the flight duty period or whilst on stand-by.
Since the metabolism of alcohol in the blood is very slow (approximately 15 milligrams per 100
millilitres, or “one unit”, each hour) it is highly recommended that crewmembers only consume
alcohol in moderation during the 24 hours preceding such duties. (As a guide, moderation
should be regarded as no more than 5 units of alcohol dispersed over the 16 hours preceding
the 8-hour ban. One unit of alcohol is equivalent to a small glass of wine, half a pint of beer or a
small measure of spirits).
Random breathalysing of air crewmembers has been introduced in a number of European and
USA aerodromes. The alcohol detection level of 0.2% is low, however, the guidance provided
above, when followed, should ensure a crewmember is within limit. It is worth bearing in mind
that the individual tolerance to alcohol varies and the figures and advice given is provided as a
guide. Crews are obliged under law to co-operate, but should ensure that any questioning or
testing is not carried out in the presence of passengers.
Alcoholic drinks must not be consumed by crewmembers while on duty in uniform, nor when off
duty but in uniform in a public place.
No alcohol may be consumed by any person in the flight deck during flight.
6.1.8 NARCOTICS
The consumption of narcotics is not allowed for crewmembers unless approved by an Approved
Medical Examiner.
6.1.9 DRUGS / SLEEPING TABLETS / PHARMACEUTICAL PREPARATIONS

A crewmember should not undertake flying duties while under the influence of any drug that
may adversely affect his performance in a manner contrary to safety. Pilots should know that
many commonly used drugs have side effects liable to impair judgement and interfere with
performance.
Ideally, crewmembers should not fly whilst taking any medication. When in doubt,
crewmembers should seek medical advice before commencing or continuing with flying duties
whenever any drugs have been prescribed.

6-7
Many medications may have adverse effects on the nervous system, which may be more
marked in flight than on the ground. As a general rule, if a crewmember finds it necessary to
take, or has been prescribed some form of medication, his fitness to fly must be suspect and he
should seek medical advice before commencing or continuing with flying duties.
Many drugs lower operational efficiency and impair judgement and reaction time.
Crewmembers should be aware that many drugs, their dosage and use, while suitable for family
members and passengers may be unsuitable for flight crew.
Commonly prescribed drugs in the following classes may have prolonged effects on
performance and may impair judgment and reactions. There are many others and when in
doubt a pilot should consult an AME or any other Company approved doctor:
 Hypnotic (Sleeping Tablets)
Use of hypnotic must be discouraged. They may dull the senses, cause confusion and
slow reaction times. The duration of effect is variable from person to person and may
be unduly prolonged. The only hypnotic currently recommended by the UK CAA is
temazepam. It may be used on an occasional basis only to assist sleep pattern during
transient insomnia due to extraneous factors such as shift work or jet lag. It should be
ground tested first (by taking it on a day when not scheduled to operate the following
day) to ensure no adverse side effects are experienced. The dose should be kept to
minimum. Ideally 10 mg is used although 20 mg is allowed in exceptional
circumstances. The drug should not be combined with alcohol and at least 12 hours
should elapse from ingestion of the drug to commencement of duty.
 Anti-histamines
Antihistamines drugs are widely used in “cold cures” and in the treatment of hay fever,
asthma, anti-motion sickness and allergic skin conditions. Many easily obtainable nasal
spray and drop preparations contain anti-histamines. All antihistamines can produce
side effects such as sedation, fatigue and dryness of the mouth. They may be in tablet
form or be a constituent of nasal sprays and drops. In many cases the condition itself
may preclude flying, and if treatment is necessary advice from a doctor should be
sought so that modern drugs which do not degrade human performance can be
described.
Some anti-histamines, such as diphenhydramine, are marked as “over the counter”
medications, specifically to aid sleep. They have been implicated as a contributory
cause in several aeroplane accidents. These drugs should not be used by flight
crewmembers.
 Tranquilliser, Anti-depressants, Sedatives and Psychotic Drugs
Fear is normal and provides a very effective alerting system, enhancing the arousal
state. Many of these drugs depress the alerting system and have been contributory
cause of fatal accidents. They affect reaction time and psychomotor performance. Flight
duties should not be resumed until treatment with these types of drugs has been
discontinued and until the effects of the drugs have entirely worn off. In certain cases
this can take several days.
 Anaesthetics (general surgical or dental procedures)
If a local, general or other type of anaesthetic is administered, a period of time should
elapse before returning to duty. This period will vary depending on individual
circumstances but as a guide 12 hours should elapse following local anaesthetic and
48 hours following a general anaesthetic before returning to duty. Any doubts should be
resolved by seeking appropriate medical advice.

6- 8
 Alcohol
Alcohol, combined with sleeping tablets or anti-histamines can form a highly dangerous
combination if taken at the same time.
 Antibiotics
The underlying condition for which antibiotics are being taken may prevent a pilot from
flying. However, most antibiotics are compatible with flying. Obviously, where any
hypersensitivity is feared, the suspect antibiotic must not be used. A pilot should have
previous experience of the antibiotic prescribed, or, alternatively, have a trial of it for at
least twenty four hours on the ground before using it during flight duties.
 Analgesics (Pain killers)
If you have previously taken paracetamol, aspirin or ibuprofen without ill effect, these
drugs are suitable. However, taking a lot of analgesics and anti-inflammatory agents,
there is risk of gastric irritation or haemorrhage. Ideally, doctor’s advice should be
sought before taking these drugs.
 Steroids (Cortisone, etc.)
Use of steroids, with few exceptions, precludes flight duties.
 Anti- malarial
Most anti-malarial drugs used for prevention and taken in recommended dosage are
considered safe for flight duties. Nevertheless, allow at least 24 hours before a flying
duty in order to assess if they will not cause any adverse effects in your ability to work.
 Diarrhoea
As a lot of medications used in treating symptoms of gastritis and enteritis (diarrhoea)
may cause sedation, blurring of vision, etc., great care must be exercised in their usage
by crewmembers. In most cases, flying duties should not be performed for long periods.
 Appetite Suppressants and Stimulants
Stimulants such as caffeine, amphetamines, etc. (often known as “pep” pills) used to
maintain wakefulness or suppress appetite are often habit forming. These preparations
can affect the central nervous system and should not be taken when performing flight
duties. Susceptibility to the various drugs varies from one individual to another, but all
of them may cause dangerous overconfidence. Overdose causes headaches, dizziness
and mental disturbance. Coffee or tea, which contains caffeine, may be used to aid
alertness but remember that excess caffeine may have unwanted effects including
disturbance of the heart’s rhythm.
 Anti-hypertensives (drugs for the relief of high blood pressure)
Certain drugs used to treat high blood pressure can cause a change in the normal
cardiovascular reflexes and may impair intellectual performance, both of which could be
a problem when flying. Some drugs are compatible with flying activity. They should be
prescribed only by a doctor experienced in aviation medicine, and sufficient time must
be allowed to assess suitability and freedom from side effects before resumption of
flight duties.

6-9
 Oral contraceptive tablets and hormone replacement therapy

In a standard dose they do not usually have adverse effects, although regular
supervision is required.
 Sudafed
Is the trade name of a preparation containing pseudo ephedrine hydrochloride. This
may be prescribed by doctors for relief of nasal congestion. Side effects reported are
anxiety, tremor, rapid pulse and headaches. The preparation does not contain anti-
histamines but its effects can nevertheless affect skilled performance. Sudafed
therefore, is not a preparation to be taken when performing license duties.
 Cough medicines
Simple linctus is preferred to other cough medicines which contain codeine, pseudo-
ephedrine or similar drugs. Read the contents of all over the counter medicines as
many of them contain a mixture of drugs you may be exceeding the recommended
dosage of certain items.
 Melatonin
Is a naturally occurring hormone, which is now synthesized. It is classed as a dietary
supplement in the USA and therefore not closely regulated. Tests have found some
preparations contained no melatonin at all and those derived from bovine brains are
associated with risk of transmission of diseases. There is no information available on
the long term safety of the product.
6.1.10 VACCINATIONS AND IMMUNISATIONS

Medical advice is to be sought concerning the period to be observed before returning to flying
duties following a vaccination or immunisation. As a general rule, Cholera, Tetanus and TABT
inoculations should be obtained 24 hours before operating as a crewmember.
There are actual requirements for immunisation for crewmembers operating within the
European / Mediterranean Regions.
Crewmembers who operate outside the European / Mediterranean Regions, must maintain
valid vaccination certificates against such diseases as required by the World Health
Organisation International Sanitary Regulations. Data concerning the period of validity of a
vaccination are given in the respective vaccination certificate.
Crewmembers may choose to maintain inoculation against the following:
CHOLERA 6 – monthly inoculation with an International Certificate.
MENINGITIS Immunisation is recommended.
POLIOMYELITIS Protection is recommended.
Although no International Certificates are issued,

protection is recommended by an initial series of TABT
TYPHOID or inoculations and future inoculations at 3-year intervals up
PARATYPHOID to the age of 40. Inoculation over this age does not
increase protection.

6 - 10
6.1.11 DEEP DIVING

Flying in pressurised aeroplanes after deep diving can result in the bends (decompression
sickness). Crewmembers whose sporting activities include deep water diving to a depth
exceeding 10 metres shall not fly within 48 hours of completing such diving activity.
Crewmembers are warned of the dangers of mixing diving and flying. The combined effects of
water compression and in -flight cabin altitude compression or d ecompression could result in
incapacitation.
It is recommended that any diving involving the use of aqua-lungs is avoided for at least 24
hours prior to undertaking a flying duty. There is no restriction on normal shallow diving and
swimming before flight duty.
6.1.12 BLOOD DONATION

Blood donation may temporarily affect medical fitness for flying due to the exposure of flight
crew to lowered oxygen tension, even in a pressurised aeroplane. Blood donation is invariably a
safe, painless and uneventful procedure and the blood volume lost is restored in a few hours by
redistribution of body fluids and intake of soft drinks and beverages. The cellular content can
take some weeks to return to the previous level.
Air crewmembers are advised that in order to prevent the very slight risk of post-transfusion
faintness or syncope they should not undertake flying duties for at least 24 hours after they
have donated blood.
After bone marrow donation which involves a general anaesthetic, the minimum interval
recommended before duty for aircrew is 48 hours. However, the individual response to the
procedure varies and specialist medical opinion should thus be sought.
6.1.13 MEALS PRECAUTIONS PRIOR TO AND DURING THE FLIGHT

 GENERAL
Cases of acute food poisoning in the air continue to occur sporadically and surveys of
incapacitation of flight crew in flight show that of these cases, gastro-intestinal disorders
pose by far the commonest threat to flight safety.
No other illness as food poisoning can put a whole crew out of action so fast and so
severely, thereby immediately and severely endangering the operation of a flight.
Any food, which has been kept in relatively high ambient temperatures for several hours
after preparation, should be regarded with extreme suspicion. This applies particularly to
creamy or pastry food, which is commonly part of an aeroplane’s meal menu. The
re-heating process usually used in an aeroplane to heat the main course of a meal rarely
destroys food poisoning organisms and the toxins they produce. These toxins are tasteless
and cause no unpleasant odours.
Sensible precautions should be taken to avoid the risk of food poisoning (e.g. from shellfish
of dubious freshness). In hot climates particular care should be taken with the following:
1. Fresh salads, uncooked vegetables or ice cream unless they are known to have been
hygienically prepared and handled.
2. Watermelon, thin skinned, over ripe or bruised fruit or fruit which has been left cut.
3. Fish, unless cooked shortly after being caught.
4. Raw on under-cooked meat or fish.

6 - 11
5. Dishes prepared with cream.

6. Ice should not be added to drinks unless it is known to have been hygienically made
and handled.
 MEALS PRIOR TO FLIGHT

Since the most acute forms of food poisoning frequently come on suddenly 1-6 hours after
contaminated food is eaten, common sense rules should be observed as far as practicable
in respect of meals taken within 6 hours of a flight.
For any crewmember, before and during flight it is essential to avoid eating easily
perishable foods as well as foods and drinks served cold. This is most important with milk
and cream products, mayonnaise, sauces, salads, meat pies and other meat products.
During night-stops, pilots of the same crew, if dining together, should select different items
from the menu to reduce the possibility that both of them could become incapacitated.
 MEALS DURING FLIGHT

During flight, the Commander and the Co-pilot must not take their meals at the same time.
It is recommended that they should allow at least 30 minutes to elapse between each pilot
consuming a meal.
To reduce the risk of both the Commander and Co-pilot being incapacitated in flight due to
food poisoning, a choice of meals is provided.
 SYMPTOMS AND TREATMENT OF FOOD POISONING

The character and severity of the symptoms depend on the nature and dose of the toxin
and the resistance of the patient; onset of food poisoning may be sudden. Malaise,
anorexia, nausea, vomiting, abdominal cramps, intestinal gurgling, diarrhoea and varying
degree of prostration may be experienced. Rest in bed with convenient access to bathroom,
commode, or bedpan is desirable. Severe cases should be hospitalised. Treatment is
mostly symptomatic and all cases should be examined by a medical doctor.
 DEHYDRATION IN FLIGHT
In flight relative humidity of cabin air is much lower than normal. Adequate fluid should be
taken to combat the drying effect on the body due to the low humidity of cabin air at altitude.
To combat the symptoms of dehydration, which include dryness of the nose, mouth and
general tiredness, there should be a generous intake of clear fluids. It has been suggested
that this intake should b in the region of 4 pints in every 12 hours of flying.
Generally, coffee (especially black), tea and carbonated drinks should be avoided as they
are diuretics and thus by stimulating kidney function can further increase the loss of fluid
from the body.
 CUTLERY ON THE FLIGHT DECK

Big trays should be used for the serving of meals to the pilots. Great care should be taken
of cutlery in the flight deck since the loss of such an item, could cause a serious situation if
it should find its way into the mechanism of the aeroplane controls. In addition, all items of

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cutlery will be counted before meal trays are removed. The loss of any piece of cutlery in
the flight deck must be reported to the Commander immediately and, if it is not found an
entry to this effect must be made in the Technical Log. Apart from cutlery, equal care must
be taken that no other loose items, may similarly find their way into the aeroplane controls.
 SPILLED LIQUIDS ON THE FLIGHT DECK

Spilled liquids can cause the malfunction of electronic equipment and great care must be
exercised in their handling. Flight crew are also reminded of the possible corrosive effects
of spilled salt and of the possible damage, which may be caused by spilled sugar.
Any spillage of liquid on the flight deck, which might have harmful consequences, must be
reported in the Technical Log.
Extreme care must be taken when drinks are served in the flight deck in order to avoid
spilling. When ordering beverages cabin crewmembers should be informed whether or not
sugar is required so that it can be added prior to entering the flight deck. The cup should be
filled to not more than 3/4 full and should be offered to the pilots from behind their seats.
6.1.14 SLEEP AND REST (EU-OPS 1.310)

 GENERAL
Flight safety requires that all crewmembers receive regular and sufficient sleep and are well
rested when commencing flight duty. Legal provisions therefore prescribe maximum duty
and minimum rest times (see OM A, GB 7.0). All crewmembers are expected to utilise their
times of rest to relax and to regain their fitness. Therefore, during rest times all activities
shall be avoided which run counter to those purposes.
Our bodies have a diurnal cy cle or rhythm. This means that our chemical, psychological
and physiological activities are high during our normal waking hours and our low during our
normal sleeping hours. They reach the lowest point at around 4 a.m.
When we fly across time zones, either east-west or west-east, our diurnal cycle may be
interrupted. Although there is no proof that this is harmful to our health, in order to minimise
the tiring effects of interruption to our day-night biological cycle we should:
a) When away from home adhere as much as possible to home time for sleeping,
eating and bowel function.
b) Take adequate rest before flying.
c) Eat light snacks at 3 to 4 hourly intervals to increase alertness.
 FATIGUE
A crewmember shall not perform duties on an aeroplane if he knows or suspects that he is
suffering from fatigue or feels unfit to the extent that the flight may be endangered.
The basic responsibility in fatigue management rests with the individual crewmember who
should report for duty in a reasonably rested state and in an emotionally fit state to perform
his expected duty. This includes attention to such factors as sleep, personal fitness and
health, life style and activities prior to flight. Crewmembers should make allowances in
order to avoid any adverse effects of these factors and ensure that fatigue which would
significantly affect operating performance is not encountered during their flying duties.

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It is of utmost importance that crewmembers carry out their flying duties as alert as
possible. Negative occurrences such as sleep disturbance and/or circadian disruptions (de-
synchronisation of the internal “body clock”) may be successfully counteracted if proper
preventive measures are taken. Although these measures may be applied according to
individual needs, they are however valuable to everyone in aviation and serve as the basis
for a proper fatigue management. Recommended preventive measures are:
 CONDITION BEFORE AND BETWEEN FLIGHTS:

Flight duty shall commence in good physical and mental condition, the crew is well
rested with appropriate personal conduct with regard to sleep, suitable nutrition and
consideration of the effects of drugs, alcohol, caffeine, nicotine, etc.
 CONTROLLED REST ON THE FLIGHT DECK DURING FLIGHT:
a) Controlled rest on the flight deck may be and should be used on flights where
experience has shown that crew alertness may be improved, especially during night
or during the final part of a flight.
b) During all phases of flight each flight crewmember required to be on flight deck duty
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, can be used if workload permits.
Controlled rest taken in this way may never be considered to be part of a rest
period for purposes of calculating flight time limitations nor used to justify any duty
period.
c) Even though crewmembers should stay alert at all times during flight, unexpected
fatigue can occur as a result of sleep disturbance and circadian disruption. To cover
for this unexpected fatigue, and to regain a high level of alertness, a controlled rest
procedure on the Flight Deck can be used. Moreover, the use of controlled rest has
been shown to increase significantly levels of alertness during the later phases of
flight, particularly after the top of descent, and is considered a good use of CRM
principles. Controlled rest should be used in conjunction with other on board fatigue
management countermeasures such as physical exercise, bright cockpit
illumination at appropriate times, balanced eating and drinking, and intellectual
activity. The maximum rest time has been chosen to limit deep sleep with
consequent long recovery time (sleep inertia).
d) It is the responsibility of all crewmembers to be properly rested before flight.
e) Controlled rest means a period of time “off task” some of which may include actual
sleep.
f) Controlled rest may be used at the discretion of the Commander to manage both
sudden unexpected fatigue and fatigue which is expected to become more severe
during higher workload periods later in the flight. It cannot be planned before flight.
g) Controlled rest should only take place during a low workload part of the flight.
h) Controlled rest periods should be agreed according to individual needs and the
accepted principles of CRM; where the involvement of the cabin crew is required,
consideration should be given to their workload.

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i) Only one crewmember at a time should take rest, at his station; the harness should
be used and the seat positioned to minimise unintentional interference with the
controls.
j) The Commander should ensure that the other flight crewmember is adequately
briefed to carry out the duties of the resting crewmember. One pilot must be fully
able to exercise control of the aeroplane at all times. Any system intervention which
would normally require a cross check according to multi crew principles should be
avoided until the resting crewmember resumes his duties.
k) Controlled rest may be taken according the following conditions:
i. The rest period should be no longer than 45 minutes (in order to limit any
actual sleep to approximately 30 minutes).
ii. After this 45-minute period, there should be a recovery period of 20 minutes
during which sole control of the aeroplane should not be entrusted to the pilot
who has completed his rest.
iii. In the case of 2-crew operations, means should be established to ensure that
the non-resting flight crewmember remains alert. This may include:
 Appropriate alarm systems.
 Onboard systems to monitor crew activity.
 Checks by cabin crewmembers are performed at least every 20 minutes.
In this case, the Commander should inform the SCCM of the intention of
the flight crewmember to take controlled rest and of the time of the end of
that rest. Frequent contact should be established between the flight deck
and the cabin crewmembers by means of the interphone and cabin
crewmembers should check that the resting crewmember is again alert at
the end of the period.
l) A minimum 20 minute period should be allowed between re st periods to overcome
the effects of sleep inertia and allow for adequate briefing.
m) If necessary, a flight crewmember may take more than one rest period if time
permits on longer sectors, subject to the restrictions above.
n) Controlled rest periods should terminate at least 30 minutes before top of descent.
 COUNTERACTION AGAINST FATIGUE DURING FLIGHT:
Especially during night, alertness may be improved:
 Bright cockpit illumination.
 Balanced eating and drinking.
 Limited physical exercise.
6.1.15 SURGICAL OPERATIONS

A fitness certificate signed by an AME doctor shall be produced prior to returning to flying duties
after any surgical operation.

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6.1.16 PREGNANCY
A pregnant crewmember, must notify the Company and consult the AME immediately, upon
becoming aware of such pregnancy.
Certification of "unfitness to fly" shall be in writing from the attending physician and shall
indicate the expected date of delivery.
Upon receipt of such a notice, the crewmember will be removed from flying duties.
6.1.17 SMOKING
Smoking on Eurocypria aeroplanes is prohibited in all aeroplane compartments during flight.
6.1.18 VISION CORRECTION

Many pilots over the age of 40 need spectacles to correct their vision for reading. Some will in
addition need correction for distant vision and a number will need correction for vision at the
instrument panel range.
Flight crewmembers whose medical certificate requires them to wear spectacles or contact
lenses to correct vision must carry a spare pair of spectacles or contact lenses whilst on duty.
Similar applies to cabin crewmembers.
Sunglasses can reduce vision drastically, therefore they should only be used when necessary.
Sunglasses with maximum peripheral vision are recommended. These must not be polarized as
they may cause blurred and reduced vision when used in aeroplanes with laminated
windshields.
Flight crewmembers must ensure proper fitting of the oxygen mask while wearing spectacles.
On no account should thick frame spectacles be worn. Corrective or anti-glare spectacles,
when worn by flight crewmembers, should be of a type that allows maximum peripheral vision.
Note: Before and during take-off, climb-out, approach and landing, the use of bright lights should be
restricted to enable the eyes to adapt to darkness.
 Near vision correction

Where the only correction necessary is for reading, half moon spectacles or lower
segment lenses with a neutral upper segment should be used. Full lens spectacles
should never be worn while flying, because pilots’ tasks frequently require them to
change from near to distant vision and the latter is blurred by reading glasses.
 Near and distant vision correction
Where correction for both near and distant visions is required, bifocal lenses are
essential and pilots should consult with an optician, preferably with some understanding
of problems with vision in aviation. Where triple correction is necessary for reading the
instrument panel range and distant vision the specialist advice is required.

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6.1.19 INJURY OR ILLNESS

COMPLIANCE WITH STATUTORY REQUIREMENTS
Any licence holder who suffers any personal injury involving incapacity to undertake the
functions to which his license relates must notify the Cyprus DCA in writing immediately.
Any licence holder, who suffers any illness involving incapacity to undertake those functions
throughout a period of 20 days or more, must notify the Cyprus DCA in writing by the 20th day.
The licence will be deemed to be suspended in either case, and the licence holder must apply
to Cyprus DCA in written for its reinstatement when he is fit. He should be examined by an AME
and the latter's report provided the licence holder gives his written consent, will support his
application for reinstatement. Cyprus DCA may require the licence holder to be examined by
the authority's own doctor.
The Operations Manager must be informed whenever Cyprus DCA reinstates (or declines to
reinstate) the licence.
6.1.20 CONTACT WITH INFECTIOUS DISEASE

Absence certified by a local medical officer of health, following contact with a case of infectious
disease and in the interest of public health will be treated on the same basis as absence due to
sickness but will not be charged against sick pay entitlement. If, however, the staff member
subsequently contracts the disease, absence will be treated as normal sickness absence and
charged against sick pay entitlement.
6.1.21 EMERGENCY MEDICAL KIT AND FIRST AID KITS

For a full description, refer to paragraph 6.3.5 of this Chapter
6.1.22 COSMIC RADIATION (EU-OPS 1.390)
6.1.22.1 GENERAL
Cosmic radiation is a form of ionising radiation from the sun and outer space. It was first
recognised more than 90 years ago, but only recently it became of real concern with the
introduction of manned space flight and high flying supersonic passenger aeroplanes. More
recently, as later generation sub-sonic passenger aeroplanes fly longer routes at higher cruise
levels, the exposure of flying personnel to cosmic radiation and its long term effect on those
who fly regularly, particularly aircrew, has lead to new requirements being introduced by both
the European Commission (by Council Directive) and the Joint Airworthiness Authorities (EU-
OPS 1.390).
6.1.22.2 REQUIREMENTS AND LEGAL ISSUES

 INTERNATIONAL COMMISSION ON RADIOLOGICAL PROTECTION (ICRP)
In 1991 the ICRP recommended an occupational exposure limit of 20 mSv per year for
exposure of air crewmembe rs to cosmic radiation in jet aeroplanes.
 EURATOM - EU COUNCIL DIRECTIVE 96/29

Following the recommendations from the ICRP in 1991, the European Commission considers
air crewmembers to be “occupationally exposed workers” to low doses of cosmic radiation.

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Council Directive (96/29/Euratom of 13 May 1996), which became effective on 13 May 2000,
requires airlines “to take account of exposure to cosmic radiation of aircrew who are liable to be
subject to exposure of more than 1mSv per year ”. Article 9 §1 defines the dose limits of ionising
radiation for exposed workers as follows:
"The limit on effective dose for exposed workers shall be 100 mSv in a consecutive five-year
period, subject to a maximum effective dose of 50 mSv in any single year. Member States may
decide an annual amount."
It is important that crewmembers have some basic knowledge about cosmic radiation and in
particular the risk to health, even though the risk is extremely low.
Note: Ionising radiation is measured in GRAYS (Gy), and the biological effect (which depends upon
the type of radiation) is measured in SIEVERTS (Sv). 1 Milli-Sievert (mSv) = 0.001Sv,
1 Micro-Sievert (μSv) = 0.001 mSv.
 EU-OPS 1.390
a) EU OPS 1.390 requires that aeroplanes intended to be operated above 49,000 ft
have to be equipped with an instrument to measure and indicate (visible for the
flight crew) continuously the dose equivalent radiation.
b) Additionally, the Company shall take account of the in-flight exposure to cosmic
radiation of all crewmembers while on duty (including positioning) and shall take the
following measures for those crew liable to be subject to exposure of more than 1
mSv per year:
i. Assess their exposure.
ii. Take into account the assessed exposure when organising working schedules
with a view to reduce the doses of highly exposed crewmembers.
iii. Inform the crew members concerned of the health risks their work involves.
iv. Ensure that the working schedules for female crewmembers, once they have
notified the operator that they are pregnant, keep the equivalent dose to the
foetus as low as can reasonably be achieved and in any case ensure that the
dose does not exceed 1 mSv for the remainder of the pregnancy.
v. Ensure that individual records are kept for those crew members who are liable
to high exposure. These exposures are to be notified to the individual on an
annual basis, and also upon leaving the operator.
6.1.22.3 EARTH’S EFFECT ON COSMIC RADIATION

Cosmic radiation consists of galactic radiation from outer space and solar radiation from the
sun. Most of the radiation from cosmic sources is prevented from entering the atmosphere by a
magnetic field surrounding the earth, which acts as a shield. The effect is greatest at the
equator where the lines of force are horizontal, and least at the magnetic pole where lines are
almost perpendicular; levels of radiation are to 2 to 3 times higher above the poles than above
the equator. For example, the level of radiation experienced on a London to Los Angeles flight
would be twice that of a similar duration flight from Dubai to Sydney. As well as increasing with
geomagnetic latitude the intensity of cosmic radiation, because of attenuation by the
atmosphere, also increases with altitude, levels of radiation at 43,000ft are roughly double
those at 35,000ft (below 29,000ft they are insignificant).

6 - 18
Further variation results from the 11-year solar cycle, the increased magnetic field effect during
maximum solar activity reduc es the radiation from galactic sources by some 30%.
Small amounts of natural ionising radiation, originating from terrestrial and cosmic sources are
always present on the earth’s surface; in addition, radiation form manufactured sources,
industrial and medical (therapeutic radioactive substances and diagnostic X-rays) increases the
overall level. The average dose of this background radiation in the UK is 2.5 mSv, of which 10%
is from cosmic sources.
Medical X-rays examinations expose a person to various levels of radiation; for instance, the
ordinary chest X-ray results in a dose of about 0.02 mSv, whereas a barium enema may well
expose the patient to 6.0 mSv.
6.1.22.4 EXPOSURE TO COSMIC RADIATION DURING FLIGHT

Air crewmembers are exposed to higher dose rates with the actual levels depending very much
on operational factors. From actual measurements and theoretical estimates (revised many
times over the last decade), it is now possible to calculate the levels of cosmic radiation likely to
be present in the earth’s atmosphere for most areas and operating altitudes. For example, dose
rates at 39,000ft on routes at latitudes below 30 deg, average less than 2.0 μSv / hr. (0.002
mSV/ hr.). Air crewmembers operating in these areas are virtually free from any risk. Between
30deg and 50deg, average dose rates of 6.0 μSv / hr. (0.006 mSv/hr.) become more significant,
at higher latitudes dose rates increase to a maximum of approximately 10.0 μ Sv / hr. (0.01
mSv/hr.).
Radioactive materials (mostly substances used in medical diagnosis and treatment) are not
carried as cargo on Eurocypria aeroplanes, but all aircrew should be aware of this additional
source of ionising radiation, although international safety regulations aimed at controlling
packaging and radiation levels do exist.
6.1.22.5 RISK TO HEALTH

Because of the extensive media coverage that follows accidents at nuclear power stations,
such as those at Three-Mile island in the USA and Chernobyl in the USSR, most people are
aware of the effects of radiation on humans, particularly those resulting in various forms of
cancer. As radiation is such an emotive subject the possible effect on the health of air
crewmembers need to be considered as dispassionately as possible.
The French DGAC and the IPSN (Institut de la Protection et de la Sûreté Nucléaire) state that
no study as of today showed any measurable effect of radiation levels on crew health sustained
in flight. Levels where radiation effects would start to be measurable are estimated to be around
120-150 mSv per year. With regard to flight crew mortality independent analysis of the British
Airways pension scheme data and of British Airways own data for the period between 1950 and
1992 shows an increased life expectancy for pilots of between 3 and 5 years when compared to
the general population. Death rates from heart disease and all cancers combined were
considerably less than for the population of England and Wales. Although rare, death from
melanoma (which is directly associated with sun exposure) was the only cause of cancer in
excess. Cancers such a leukaemia, which may be linked to radiation exposure, was lower
within the British Airways pilot population.
The risk of developing cancer from exposure to cosmic radiation is difficult to calculate and, as
it is generally accepted that estimates may not be too accurate, a safety margin of 20% is used.
A recent estimate, extrapolated from a well accepted numerical model, is that 1 mSv of

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radiation causes cancer in 4 out of every 100,000 people. Thus for a crewmember exposed to 5
mSv a year flying for 20 years (most unlikely), the risk of developing radiation induced cancer
would be 0.4%. About 25% of the population will die from some form of cancer, which brings
the overall risk of dying from cancer from 25% to 25.4%. This very small increase can be
compared with other risks to health. For example, it has been estimated that just living with a
person who smokes 20 cigarettes daily for 20 years increases the chance of developing lung
cancer by about 4%. It should also be noted that several studies have examined cancer rates in
flying personnel, but none has produced strong enough evidence to suggest any increase
associated with their working environment.
6.1.22.6 PREGNANCY
Of particular concern for female crewmembers are the effects of cosmic radiation on
pregnancy; scientific evidence has shown that the embryo and foetus are considerably more
sensitive than an adult. The unborn child is most vulnerable during the early part of the
pregnancy when exposed to radiation may result in the loss of the embryo, or after nine days,
some form of congenital malformation; from the 8th to the 20th week retarded physical and
mental development may occur. Childhood leukaemia and other cancers may follow exposure
to radiation at any time during pregnancy. The dose of radiation necessary to produce these
effects is estimated to be between 10mSv and 30 mSv. It is current ly recommended that female
Air crewmembers should not be exposed to more than 1 mSv during pregnancy. However,
should the crewmember wish to continue flying for 3 to 4 months (and the airline allows it), a
suitable roster, restricted whenever possible to short sectors, ought to ensure a total exposure
of significantly less than 1 mSv.
6.1.22.7 IONISING RADIATION

Radiation (the transport of energy through space) can for practical purposes be divided into
non-ionising and ionising radiation. Non-ionising radiation consists mainly of electromagnetic
radiation such as radio waves, ultraviolet and infra-red radiation. Ionising radiation, with its
much greater energy (able to ‘knock out’ orbital electrons from atoms - ionisation), consists of
both high energy electromagnetic radiation, like X-rays, gamma rays and particulate radiation
(sub-atomic particles), such as neutrons, protons and alpha particles. Because of its effect on
living cells as it passed through the body, ionising radiation is the more dangerous.
As mentioned earlier, dose levels of ionising radiation received are measured in Grays (Gy),
and the biological effect (dose equivalent) is measured in Sieverts (Sv). As different types of
radiation have different biological effects it is necessary to apply a quality factor “Q” to
determine the dose equivalent. For example, the Q-factor for X-rays is one, whereas for
neutrons and alpha particles it is 20.
The permissible dose rate for the public is 1 mSv per year, that for radiation workers is 15 mSv
averaged over 5 consecutive years, with no more than 20 mSv in a single year. Pregnant
women workers, after the declaration of pregnancy are limited to an additional effective dose of
1 mSv. In the UK, for several years, the average annual dose for radiation workers has been
less than 3 mSv, and from a number of estimates it has been calculated that UK based air
crewmembers receive an average of around 2.5 mSv every year.

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6.1.22.8 EXPLANATION OF COSMIC RADIATION

Cosmic radiation consists of highly penetrating galactic radiation from outer space and lower
energy solar radiation from the sun. Most of the sub-atomic high energy primary particles of
galactic radiation, mainly protons and alpha particles, that originate from outside the solar
system collide with atoms of oxygen and nitrogen in the upper atmosphere realising secondary
particles, protons, neutrons and gamma radiation. Although these secondary particles have less
energy than the primary particles, they still have the power of intense ionisation.
The increased magnetic field during maximum solar activity, which reduces the overall radiation
from galactic sources, particularly the low-energy particles, has its greatest effect at the
geomagnetic equator and it’s lowest at the magnetic poles. At this time the mean effective dose
of galactic radiation at 20,000 ft it is twice as high at the poles as at the equator and at 40,000 ft
it is almost three times higher.
The low-energy particles (mainly protons and electrons) of solar radiation do not contribute
significantly to levels of cosmic radiation except at times of increased sunspot activity and solar
flares. This activity varies over an 11-year cycle (the next solar maximum is the year 2011).
Even during maximum solar activity, very little additional radiation reaches the earth. However,
a flare may contain a massive number of solar particles so that the overall level of cosmic
radiation in the earth’s atmosphere is increased significantly. Although most unlikely, it is
possible for a large solar flare to increase levels of cosmic radiation.
Unfortunately, it is not possible to predict the onset of flares, nor is it possible to give much
more than 15 to 30 minutes warning when they do occur. However, once a flare has been
detected and the amount of radiation recorded, it is possible to identify relevant flights and
calculate the dose received by the crew and passengers. The last major flare occurred in 1956
when radiation dose rates at 33,000 ft increased to almost 10 mSv/hour.
6.1.22.9 ESTIMATING LEVELS OF COSMIC RADIATION

The amounts of cosmic radiation likely to be experienced on different flights can be estimated
using a suitable computer software program. By entering a number of flight parameters
including departure and arrival aerodromes, time at cruise altitude and time en-route, some
programs such as the FAA’s CARI-6, can also allow for variations in the solar cycle by entering
the “heliocentric potential”. This is a number available fr om the FAA’s Civil Aviation Medical
Institute (CAMI) and which is updated monthly.
Employing the computer program to calculate doses for various routes, using typical crew
rostering and applying average flying hours it can be shown that a yearly dose of 2 mSv is most
unlikely to be exceeded by any crewmember.
Assessment of exposure level can be made by the EU-OPS 1 method described below or other
method acceptable to the Cyprus DCA.
1. The table published below is for illustration purposes and is based on the CARI-3
computer program; it may be superseded by updated versions. The uncertainty on
these estimates is about ± 20%. A conservative conversion factor of 0.8 has been used
to convert ambient dose equivalent to effective dose.
2. Doses from cosmic radiation vary greatly with altitude and also with latitude and with
the phase of the solar cycle. The table below gives an estimate of the number of flying
hours at various altitudes in which a dose of 1 mSv would be accumulated for flights at
60° N and at the equator. Cosmic radiation dose rates change reasonably slowly with
time at altitudes used by conventional jet aeroplanes.

6 - 21
3. The table below can be used to identify circumstances in which it is unlikely that an
annual dosage level of 1 mSv would be exceeded. If flights are limited to heights of less
than 8 km (27 000 ft), it is unlikely that annual doses will exceed 1 mSv. No further
controls are necessary for crewmembers whose annual dose can be shown to be less
than 1 mSv.
4. Current computer program version, CARI-6 developed at the FAA's Civil Aerospace
Medical Institute (CAMI) can also be used to calculate the effective dose of galactic
cosmic radiation received by a crewmember flying an approximate great-circle route
(the shortest distance) between two aerodromes. For a pregnant crewmember, the
effective dose is a reliable estimate of the equivalent dose received by the conceptus.
An interactive Web version of CARI-6 can be run, at no charge, at the Radiobiology
Research Team Web site.
http://www.cami.jccbi.gov/aam-600/610/600radio.html
Also, there are two versions of the CARI program that can be downloaded from the
same site, CARI-6 and CARI-6M. The downloadable version of CARI-6 is more
sophisticated than the interactive Web version. Both assume a great-circle route
between origin and destination aerodromes, but the downloadable version allows the
user to enter, store, and process multiple flight-profiles, and to calculate dose rates at
user-specified locations in the atmosphere. CARI-6M allows the user to specify the
flight path by entering the altitudes and geographic co-ordinates of waypoints.
HOURS OF EXPOSURE FOR EFFECTIVE DOSE OF 1 MILLISIEVERT (mSv)
Altitude (feet) Altitude (km) Hours at latitude 60o N Hours at equator
27 000 8.23 630 1330

30 000 9.14 440 980
33 000 10.06 320 750
36 000 10.97 250 600
39 000 11.89 200 490
42 000 12·80 160 420
45 000 13·72 140 380
48 000 14·63 120 350
6.1.22.10 EUROCYPRIA AIRLINES STUDY ON COSMIC RADIATION

In March 2007, the Company carried out a study to assess the in-flight exposure to cosmic
radiation of all Eurocypria air crewmembers while on duty, in accordance with the requirements
set by EU-OPS 1.390. The data used for the study covers the period 1-Jan-2006 to 31-12-2006.

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ECA air crewmembers were divided in 8 categories, depending on their total block hours.
 RESULTS
ECA Cosmic Radiation Exposure Levels - Y2006

EXPOSURE LEVELS
GROUP EXPOSURE BAND GROUP’S %
mSV
A 1000 - 900 1.76% 3.8278
B 900-800 3.96% 2.9356
C 800-700 14.98% 2.8808
D 700-600 25.56% 2.3194
E 600-500 20.26% 2.1355
F 500-400 10.57% 1.9709
G 400-300 4.41% 1,4382
H 300-0 18.5% 1.1083
As a benchmark for this assessment, the extensive Cosmic Radiation Exposure studies carried
out by British Airways and Air France were taken into consideration. Their results are
consistently showing the following levels:
 Long haul aeroplanes: 4 – 6 mSv per year.
 Short haul aeroplanes: 1 – 3 mSv per year.
If we consider explicatively the average results for groups C, D, E, F, representing 72% of ECA
personnel - 2,32665 mSv/year and use the above levels as a benchmark (norms), the results
evidently agree, falling in the upper band of short haul boundaries, which is quite natural, taking
into account the long UK and Nordic sectors operated by Eurocypria.
 CONCLUSIONS
a) The overall occupational Cosmic Radiation Exposure for all Eurocypria aircrew
members is well within the safe yearly limits, set by EURATOM Council Directive 96/29.
b) The overall occupational Cosmic Radiation Exposure for all Eurocypria aircrew
members is above the 1mSv per year, which requires compliance with EU-OPS
1.390(a)(3) and (4).
c) Group A, who achieve the highest level of CRE represents only the 1.76% of all
Eurocypria aircrew members. Therefore, we conclude that, with more balanced crew
planning and crew utilization, we may achieve a further reduction to the highest level of
Cosmic Radiation Exposure.

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 RECOMMENDATIONS
I. Taking into account the results of this study and the international standards and
recommendations regarding the safe levels of Cosmic Radiation Exposure, it is
recommended that Eurocypria Airlines establishes for its present short/medium haul
operation, a high level CRE threshold value equal to:
5mSv / per year
Note: According to ACJ OPS 1.390(a)(2) – “For the purpose of this regulation crewmembers,
who are likely to be exposed to more than 6mSv per year are considered highly exposed
and individual records of exposure to cosmic radiation should be kept for each
crewmember concerned”.
II. Individual crewmember records to be maintained only if Group A representatives
exceed the HIGH LEVEL threshold value of 5mSv per year.
III. For pregnant female crewmembers, working schedules shall not exceed the amount of
250 block hours once they have notified the Company that they are pregnant.
IV. The Company will disseminate CRE information to all flight, cabin and crew rostering
personnel, in order to ensure their awareness and compliance with EU-OPS 1.390(a).

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6.2 TROPICAL MEDICINE
6.2.1 TROPICAL CLIMATE
Two types of climate can be expected in the tropical zone:

1. The dry desert climate with very high day temperatures and very cold nights.
2. The humid hot climate with both day and night high temperatures and humidity around
90 %.
These very hot and humid con ditions can be very tiring and tend to reduce working intensity.
When the surrounding temperatures are higher than those of the body, the defence mechanism
of the body emits heat in the form of perspiration. If we perspire a lot we should increase our
liquid and salt intake.
It is important to protect ourselves from:
a) Ultraviolet radiation of the sun. This is the radiation that causes sunburn or snow
blindness. Protection against ultraviolet radiation is best achieved by limiting our
sunbathing to short periods, by the use of barrier creams and lotions and by the use of
reliable sunglasses.
b) Infrared radiation. This is the radiation that causes "sun-stroke" and can be guarded
against by the use of light coloured headwear.
Be careful of alcoholic intake. Siesta during the hot hours of midday is recommended.
6.2.2 HYGIENE
Particular care should be taken regarding hygiene in hot countries.

 Drinking Water
Supply of pure drinking water is the exception in tropical and sub-tropical areas. Water
from the tap must be regarded as infected, even when it is merely used for brushing the
teeth. As a rule, do not drink any water that is not purified by boil or by chemical
disinfection (chlorination). The common infections dealing with water are typhoid fever,
paratyphoid fever, and dysentery.
 Milk
Unboiled milk can be a source of infection.
 Recommended drinks
Drink only boiled drinks and beverages in bottles. Make sure the bottles are opened in
your presence.
 Ice
Ice is very often contaminated. Do not use ice in your drinks.
 Fruit
Avoid raw fruit without peel. Use fruit that can be peeled. Safe fruits are oranges,
bananas, mangoes, pineapples, etc. Wash fruit before peeling and grapes before
eating.

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 Salads and Raw Vegetables

Eating salads or raw vegetables runs the risk of worm infestation or of contracting
amoebic dysentery.
 Meats
Eat only fresh meat that has been freshly cooked. Avoid raw or cold meats.
 Fish
Eat only fresh fish which is freshly cooked. Avoid shellfish especially oysters.
 Bathing
Use only purified pools or open sea. Fungus diseases are common in hot humid
climates. When bathing, it is advisable to plug your ears with cotton wool to prevent
fungus infection of ear canal. Also wear shoes at poolside to avoid fungus infection of
feet.
6.2.3 TROPICAL DISEASES

Tropical diseases are not confined only to tropical areas but can occur almost anywhere.
However, their occurrence and frequency are influenced by local factors.
 Tropical diseases are mainly transmitted in the following ways:
 Through insect stings or bites.
 Through healthy skin by other parasites.
 Through food and drink.
 From the ground.
 Person to person.
 The following insects can transmit diseases:
 Mosquitoes transmit Malaria, Yellow Fever, Dengue Fever and Sand fly Fever .
 Tsetse Fly (Central Africa) transmit sleeping sic kness.
 Lice transmit Typhus, relapsing fever, spotted fever.
 Rat Fleas transmit Plague.
Protective measures against insects:
 Sleeping quarters should be free of insects. Use mosquito nets over beds. Nets
should be stretched tight and should not come in con tact with body or use
insecticide. Protect the skin by using an insect repellent.
 Following diseases are contracted through the skin:
 Bilharzia: Aquatic snails act as intermediaries. The larvae of worms pass from such
snails into the water and on contact with the skin into the human body.
 Weil's Disease: The germs of this disease are excreted in rat's urine. They can
penetrate the skin of bathers.
 Fungus Diseases: The fungus is present in tropical and sub-tropical inland waters,
in shallow rivers and lakes, hardly ever in seawater.

6 - 26
Protective measures to avoid infection through the skin:

 Avoid inland water. Bath only in pools with purified water or in the sea. Use cotton
wool earplugs. Wear shoes when walking around the pool.
6.2.4 MAIN TROPICAL DISEASES

6.2.4.1 AMOEBIASIS (amoebic dysentery)
 Causative Parasite:
Amoebiasis is due to the ingestion of a unicellular parasite, the Entamoeba Histolytica. This
is followed by an infection of the intestinal tract.
 Transmission:
Although most common as an endemic disease of tropical and sub-tropical countries,
unsanitary disposal of excreta and primitive methods of water purification may result in its
introduction into temperate zones.
 Source of Infection:
Water polluted by infected faeces is the commonest source of infection, hence the
prophylactic importance of safe drinking water. Other sources of infection are foods grown
on soils manured by infected excreta, flies and food handlers.
 Clinical features:
Clinically the disease is characterised by an insidious onset, frequent febrile relapses and a
tendency to chronicity. Diarrhoea is the outstanding symptom, but it may be absent. There
is abdominal pain with blood and mucus in the stools.
 Complications:
i. Inflammation of the liver.
ii. Liver abscesses.
iii. Inflammation of the gall bladder and bile ducts.
 Treatment:
It consists of rest, diet and a course of therapy which varies depending on the case.
 Precautions:
No vaccination or inoculation is available, nor is there any chemical prophylaxis such as the
one used to prevent Malaria. General hygiene measures must be taken.
6.2.4.2 MALARIA
 Geographical area:
In various countries; the Company will provide information.
 Transmission:
Infection takes place through the bite of an infected anopheles mosquito and transmission
of the parasite into the human blood stream.

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 Symptoms:
An acute, sometimes chronic, often recurrent, febrile disease characterised by periodic
paroxysms of chills followed by high fever and sweating due to the presence of parasites in
blood. The early stages of the illness can very easily be confused with many other
infectious diseases. Moreover, if this occurs after returning to a temperate climate country
and the doctor may not be able to diagnose immediately the possibility of Malaria infection.
 Development period:
The development period usually ranges from 10 to 35 days.
 Morbidity:
Malaria causes several million deaths each year.
 Precautions:
Preventive measures include use of insect repellent sprays to protect skin, screens on
doors and windows, mosquito netting in bedrooms, sufficient clothing to cover as much as
possible the skin surface against mosquito bites (this is important after sunset).
It is not possible to produce permanent immunity either chemically or by use of vaccines.
Therefore, taking preventive chemical drugs is the only effective method as long as they are
taken regularly.
 Treatment:
Medical supervision is required. Malaria can be fatal if treatment is delayed. Therefore, after
visiting a malaria region, if you feel unwell or have an unusual temperature within four
weeks of leaving the area, consult a doctor immediately.
6.2.4.3 TYPHOID AND PARATYPHOID FEVERS
They are intestine diseases characterised by high fever and intestinal symptoms.
The disease is likely to occur wherever the water supply is impure. In general, the less
satisfactory the hygiene is the more common enteric fever can be. However, with the use of
adequate drugs cases of death are now rare.
 Transmission:
Typhoid fever is conveyed by water contaminated by sewage, by articles of food grown in
or gathered from water, e.g. shellfish and watercress or by dairy or cooking utensils washed
in such water.
Paratyphoid fever is rarely water borne and recorded epidemics are few. The disease is
usually spread by foodstuff contaminated by carriers in the air.
 Symptoms:
Vague symptoms of illness, tending to increase in severity throughout the first week.
Lassitude, frontal headache, general aches and pains, disturbed sleep, anorexia and thirst,
abdominal discomfort, temperature rising to 40°C, diarrhoea with or without bleeding.

6 - 28
 Precautions:
Keep a strict hygiene of food and drink intakes. Vaccinations are available. The vaccination
is not an international requirement for entry into any country. Vaccination is strongly
recommended when travelling to regions of known generally poor hygiene.
Note: Air crewmembers should not fly within 48 hours after vaccination. Vaccination may be
followed by a slight general feverish reaction.
6.2.4.4 Cholera
Outbreaks of the disease usually are explosive and limited. Cholera is endemic in many
areas of Asia and Africa.
 Transmission:
Cholera is spread by the intake of water and food contaminated by the excrement of
patients.
 Symptoms:
Sudden onset; initial symptoms are nausea, vomiting and diarrhoea, with variable degrees
of fever and abdominal pain.
If diarrhoea is severe the resultant dehydration may lead to intense thirst, muscle cramps
and weakness.
 Prognosis:
In many cases the outlook depends largely on early and adequate therapy.
 Precautions:
Strict hygiene of food and drink is required. In many countries cholera has been controlled
by the purification of water supplies and proper disposal of human excrement.
6.2.4.5 DYSENTERY
 Definition:
An acute infection of the bowel characterised by frequent passage of stools accompanied
by abdominal cramps, malaise and fever.
Occurrences are world-wide, but it is particularly common in hot climates.
 Transmission:
The source of infection is the excreta of infected individuals. Organisms are spread from
individual to individual by the direct faecal-oral route. Indirect spread by contaminated food
and inanimate objects is common, but water borne disease is rare. Flies serve as carriers in
the air.

6 - 29
Epidemics occur most frequently in overcrowded populations with inadequate sanitation. It

is particularly common with younger children living in endemic areas, whereas adults in the
same areas are relatively resistant to infection and usually have less severe disease.
 Symptoms:
It depends on the severity. It may have painful colicky diarrhoea and also high body
temperature and vomiting. The disease usually develops differently for each individual.
The development period is usually very short, from a few hours to a few days.
 Precautions:
There is no effective vaccination. Strict hygiene of food and drink is required.
 Treatment:
There are many effective medicines available for disinfection of the gastro-intestinal tract. It
is advised to consult a doctor.
6.2.4.6 YELLOW FEVER

 Definition:
An acute infectious virus disease which occurs in tropical and sub-tropical zones.
Mainly in tropical Africa and South and Central America. It is unknown in Asia.
 Transmission:
The virus that causes the disease is transmitted by the bite of a female mosquito, which
previously has become infected through feeding on the blood of a patient during the early
stages of an attack.
 Symptoms:
Characterised by sudden onset, fever with relatively slow pulse, the face is flushed, eyes
infected, gums congested, tongue red and pointed. Vomiting and constipation are common.
Jaundice appears after the third day.
 Precautions:
By vaccination. The period of validity of vaccination is 10 years.
6.2.5 MEDICAL
6.2.5.1 EMERGENCY MEDICAL KIT AND FIRST AID KITS

One Emergency Medical Kit (MD) and two First Aid Kits are installed on board each aeroplane
for medical emergencies. The Emergency Medical Kit is placed in the compartment behind the
co-pilot’s seat, in the Flight Deck on each aeroplane. Its use must be approved by the

6 - 30
Commander. The First Aid Kits are located in specific places in the passenger cabin as per the
emergency equipment diagram.
The Commander shall ensure that drugs are not administered except by qualified doctors,
nurses or similarly qualified personnel.
NOTE: An entry in the technical log must be made whenever the Emergency Medical Kit or a
First Aid Kit is opened, whether any contents have been removed or not.
The contents of the emergency medical kit and the first aid kit are specified on the following
pages.

6 - 31
EMERGENCY MEDICAL KIT

ITEM QUANTITY DESCRIPTION
1 1 List of contents with description for use of medicine
2 1 Sphygmomanometer, Non mercury
3 1 Stethoscope
4 1 Scalpel Disposable
5 1 Ampoule Opener Knife
6 1 Tourniquet
7 1 Scissors
8 2 Disposable Gloves, Pair M, L
9 2 Syringe 10ml Disposable
12 5 Cannula 20G-No 1 Disposable
13 5 Cannula 24G-No 17 Disposable
14 1 1V Administration set for gravity infusion
15 2 IV Cannula with injection port 20G
16 2 IV Cannula with injection port 18G
17 4 Closing cone Combi Red
18 1 Straus Cannula Luer D=1 1,8 MM
19 1 Contaminated Sharps Container
20 2 IV Dressing Sterile
21 1-10 Gauze Swabs
22 10 Antiseptic Alcohol Swabs
23 2 Antiseptic Liquid 6ml
24 1 Leukosilk Tape
25 3 Airways or Pharyngeal Size 2,3,5
26 1 Catheter Urine CH 12 Disposable
27 4 amp Adrenaline Solution 1:1000
28 2 amp Atropine Sulphate 0.5 MG
29 2 amp Lanoxin 0.5 MG
30 1 spray Isordil Spray
31 2 amp Theophylline Solution 200 MG
32 1 spray Bricanyl Inhaler
33 4 amp Lasix 20 MG
34 5 amp Glucose Solution 10 ml 50%
35 2 amp Pethidine 50 MG 1 ml
36 2 amp Valium 10 MG 2 ml
37 1 amp Primperan 10 MG 2 ml
38 2 amp Bouscopan 20 MG 1 ml
39 1 amp Solucortex 100 MG
40 1 amp Tavegyl 2 MG 5 ml
41 1 amp Methylergometrine 0.2 MG 1 ml
42 1 Water for injections 50 ml
43 1 Ringer Solution

6 - 32
FIRST AID KIT

ITEM QUANTITY DESCRIPTION
1 1 First Aid instructions in English, German, French
2 1 List of contents with description for use of medicine in English
3 1 “Ground/Air visual code” (placard)
4 2 Arm splint non-inflatable
5 2 Leg splint non-inflatable
6 4 White elastic bandage 4m x 10cm
7 2 White elastic bandage 4m x 6cm
8 1 Special burn compress, 80 x 120cm
9 2 Special burn compress, 80 x 60cm
10 1 Metalline dressing kit (for sever burns non adherent)
11 4 Bandage compress (wound dressing with bandage) 10 x 12cm
12 4 Bandage compress (wound dressing with bandage) 8 x 10cm
13 10 Gauze compress, sterile 7,5 x 7,5cm
14 5 Triangular bandage
15 1 Tourniquet
16 1 Adhesive tape, standard roll
17 1 Adhesive bandage compress, 5 x 0,5cm
18 2 Adhesive wound closures
19 1 Package safety pins
20 1 Bandage scissors
21 1 Tweezers, pointed
22 1 Tweezers, blunt
23 20 Antiseptic alcohol swabs
24 4 Antiseptic liquid
25 1 Remedy for wounds/burns, standard tube
26 1 Disposable resuscitation aid
27 1 Pair of disposable gloves small
28 1 Pair of disposable gloves medium
29 1 Pair of disposable gloves large
30 1 Medicine for stimulating circulation 15ml
31 1 Anticemetic 50 tablets
32 20 Analgesic (cramp, abdominal difficulties)
33 10 Simple analgesic
34 30 Analgesic paracetamol (pain and fever relieving)
35 10 Analgesic suppository for children (pan and fever relieving)
36 20 doses Nasal decongestant (all kinds of colds)
37 20 tab Antihistamine (against allergies, hay fever)
38 10 ml Eye drops
39 10 tab Loperamide (against diarrhoea)
40 30 tab Medical charcoal (against acute diarrhoea and food poisoning)
41 20 tab Gastric anti acid
42 20 tab Tablets (nausea, vomiting –travel sickness)
43 5 sup Suppository for children (nausea, vomiting – travel sickness)
44 10 sticks Ammonia inhalants (reviving unconsciousness)

6 - 33
6.3.6 MEDLINK IN-FLIGHT MEDICAL SERVICES

There are occasions, when during in-flight medical emergencies the crew may need to consult
a doctor on how to help a sick passenger and/or to obtain advice on whether a diversion was
necessary. There have also been cases when medical advice on whether to accept a sick
passenger to fly was needed.
During a medical situation, crewmembers can use MEDLINK’s highly trained communication
specialists who will coordinate with doctors providing medical guidance and assistance before
or during flight.
Contact with MEDLINK may be made through the following telephone numbers or frequencies:
SERVICE TELEPHONE NUMBER
MEDLING IN-FLIGHT 001-602 747 9600
MEDLINK IN-FLIGHT HF Radio via Stockholm or Berna Radio services providers
GATE SCREENING 001-480 333 3872
During flight, if there is a medical problem with a passenger, the cabin crewmembers should
notify the Commander who will in turn contact Stockholm Radio and request a phone patch to
MedLink. The cabin crewmembers will also gather relevant medical information and complete
the MedLink checklist. This checklist, once completed, should be passed on to the Commander
who will pass the information to MedLink.
MedLink’s physicians will assist volunteers (such as one or more members of the flight crew) or
an on-board medical professional to provide care appropriate for the patient. MedLink is aware
of the contents of our on-board medical kits and will determine whether these can be used for
the treatment of the passenger.
MedLink’s physician will assist in:
a) Assessing the severity of any in-flight injury or illness, and
b) Provide treatment instructions to the volunteers or on-board medical professionals.
MedLink may also assist in coordinating the transportation of the patient to the hospital. The
coordination may include:
a) Contacting the hospital and arranging the transportation and admission of the patient.
b) Contacting an emergency medical ambulance service to arrange for transportation of
the patient.
c) Provide the flight crew with the name, location and/or contact information of the hospital
or emergency medical ambulance service.
The Commander will be advised if the passenger’s condition is stable enough to continue to the
original destination or if a diversion is recommended.
When required, MedLink will assist in coordinating the transportation of the patient to a hospital
at the flight final or any intermediate destination.

6 - 34
Before flight, if there is any medical issue for which assistance or advice is required, either the
Commander or the Handling Agent / Customer Services Officer can contact MedLink using the
Gate Screening number.
Copies of this checklist will be placed in the spare forms folder.

6 - 35

6 - 36

6 - 37
6.3.7 ILLNESS AND INJURIES
In case a passenger or crewmember falls seriously ill or becomes injured on board, the
Commander shall:
a) Decide, in consultation with the SCCM, whether the flight shall proceed according to
plan.
b) If a medical doctor or nurse is on board, seek his advice. Such advice is, however, not
necessarily binding, as it does not relieve Eurocypria of its responsibility towards the
sick passenger.
c) Information about medical facilities at or near en-route aerodromes may be available
with ATC upon request.
d) If additional medical advice is deemed necessary this can be obtained from MedLink.
6.3.8 CONTAGIOUS (INFECTIOUS) DISEASES ON BOARD`

If a passenger or crewmember seems to show symptoms of a contagious disease (e.g. plague,
cholera, yellow fever, typhoid fever, typhus), the Commander shall comply with the international
sanitary regulations as follows:
a) The handling agent at the aerodrome of arrival shall be notified at once by radio.
b) After landing, nobody except the aerodrome medical personnel shall be admitted on
board.
c) No passenger or crewmember shall disembark until the permission of the aerodrome
medical authorities has been obtained.
d) Any case of illness and the sanitary action taken shall be reported in writing on the
Journey Log and other document provided by the aerodrome authorities, stating the
name(s) of the person(s) concerned.
When taking a decision as to whether there is a possible case of one of the infectious or
contagious diseases mentioned below, the captain shall consider the following:
a) The initial symptoms of the above mentioned diseases consist of moderate high to high
temperature, except in the case of cholera which be gins as very obstinate diarrhoea
attended by violent vomiting.
b) An infectious or contagious disease shall have infected the patient, and consequently at
the time of the infection he shall have stayed somewhere in the world, where this illness
occurs. For this reason the sick passenger should be aske d where he has stayed
during the preceding fortnight, and this should be taken into consideration in deciding
on the possibility of infection. In the affirmative case it is necessary to combine
epidemiological facts with the symptoms of the passenger. If the situation demands
further information this should be obtained from the local authorities of the aerodrome
of departure or arrival.
6.2.9 DEATH ON BOARD
In case of death occurring on board the aeroplane, the following procedures are applicable:
a) If possible a doctor on board shall declare death.

6 - 38
b) In general the flight may proceed to the scheduled destination. If the death takes place
shortly after take-off it might be preferable to return to the aerodrome of departure. The
Commander may however decide to land at the nearest suitable aerodrome, if the cause of
death and/or the possibility of infections require so.
c) The Company representative or Handling Agent and the medical and police authorities at
the aerodrome of intended landing, shall be notified at once by radio, stating the possible
cause of death.
d) The deceased should be laid down, hands crossed and eyes closed, if possible out of sight
of the other passengers. In case of suspicion that the deceased may have suffered from a
contagious disease, all precautions shall be taken to prevent infection of the other
passengers and crew.
e) On transferring the dead body to the authorities, the Commander shall submit a short
statement in duplicate. This statement shall contain the name of the deceased, and the
circumstances, time and geographical location of death. The duplicate copy is for Company
use.
f) The Commander shall look after the baggage, personal belongings and jewellery of the
deceased. If no Company representative or Handling Agent is present at the aerodrome, he
shall draw up, in the presence of two witnesses, a sufficient detailed description in duplicate
of the deceased’s belongings, which shall be signed by the witnesses and himself. The
witnesses should be crewmembers.

FLIGHT TIME LIMITATIONS GB (OM A)
7-1
TABLE OF CONTENTS
Paragraph Page
7.1 GENERAL PRINCIPLES ................................ ................................ .......................... 3
7.1.1 PURPOSE ................................ ................................ ................................ ... 3
7.1.2 AIM................................ ................................ .............................................. 3
7.2 APPLICABILITY ................................ ................................................................ ....... 3
7.3 RESPONSIBILITIES ................................................................ ................................ 4
7.3.1 EUROCYPRIA AIRLINES (THE COMPANY)................................ .................. 4
7.3.2 CREW MEMBERS................................ ........................................................ 4
7.4 PROVISIONS AND VARIATIONS ................................ ................................ ............. 4
7.5 DEFINITIONS ................................................................ ................................ .......... 4
7.6 CALCULATION OF A FLYING DUTY PERIOD ................................ .......................... 8
7.7 ADDITIONAL LIMITS ON FLYING ................................................................ ............ 8
7.7.1 LATE FINISHES / EARLY STARTS ................................ ............................... 8
7.8 MIXED DUTIES ................................ ................................................................ ....... 9
7.8.1 MIXED SIMULATOR AND AEROPLANE FLYING ................................ .......... 9
7.9 TRAVELLING TIME ................................ ................................ ................................ .9
7.10 DELAYED REPORTING TIME IN A SINGLE FDP................................ .................... 10
7.11 POSITIONING ................................ ................................ ....................................... 10
7.12 STANDBY DUTY ................................................................ ................................ ... 11
7.13 MAXIMUM FDP ................................ ................................................................ ..... 12
7.14 LIMITS ON TWO FLIGHT CREW LONG RANGE OPERATIONS .............................. 13
7.15 EXTENSION OF FLYING DUTY PERIOD BY IN-FLIGHT RELIEF ............................ 13
7.16 EXTENSION OF FLYING DUTY PERIOD BY SPLIT DUTY ................................ ...... 14
7.17 REST PERIODS ................................ ................................ ................................ .... 14
7.18 EXCEEDANCE OF FLIGHT DUTY PERIODS AND / OR
REDUCTION OF REST PERIODS ................................................................ .......... 16
7.18.1 AIRCRAFT COMMANDER’S DISCRETION TO EXTEND A FLYING DUTY
PERIOD................................ ................................................................ ..... 16
7.18.2 AIRCRAFT COMMANDER’S DISCRETION TO REDUCE A REST PERIOD.. 16
7.18.3 REPORTING EXERCISE OF DISCRETION................................................. 17
7.18.4 FORMS TO BE USED ................................ ................................ ................ 17
7.19 DAYS OFF ................................ ................................ ............................................ 17
7.20 ABSOLUTE LIMITS ON FLYING HOURS ................................................................ 17
7.21 CUMULATIVE DUTY HOURS................................ ................................................. 18
7.22 RULES RELATING TO CABIN CREW MEMBERS ................................ ................... 19
7.23 RECORDS TO BE MAINTAINED ................................ ............................................ 19
7.23.1 FLIGHT AND DUTY TIME RECORDING PROCEDURE ............................... 20
7.23.2 FLYING OTHER THAN FOR EUROCYPRIA AIRLINES................................ 21

GB (OM A) FLIGHT TIME LIMITATIONS
7- 2
7.24 VARIATION OF FLIGHT TIME LIMITATIONS SCHEME ........................................... 22

7.24.1 LEVEL 2 – FDP PLUS 60 MINUTES ................................ ............................ 22

7-3
7. FLIGHT AND DUTY TIME LIMITATIONS SCHEME

7.1 GENERAL PRINCIPLES
7.1.1 PURPOSE
The purpose of this scheme is to interpret the requirements of the relevant articles of the
Cyprus Civil Aviation Act of 2002 and UK CAA CAP 371 (4th Edition), as applied by the Cyprus
DCA AIC-C011/06, as they apply to the regulation of flight times and the avoidance of fatigue in
crew members.
The prime objective of a flight time limitations scheme is to ensure that crew members are
adequately rested at the beginning of each flying duty period and whilst flying be sufficiently
free from fatigue so that they can operate to a satisfactory level of efficiency and safety in all
normal and abnormal situations. Eurocypria Airlines’ rostering is expected to appreciate the
relationship between the frequency and pattern of scheduled flying duty periods and rest
periods and time off, and give due consideration to the cumulative effects of working long hours
interspersed with minimum rest.
7.1.2 AIM
The aim of this document is to express the intent behind the published, relevant documents,
thereby taking all reasonable precautions to ensure that crew members are adequately rested
at the beginning of each flying duty period. To meet this aim, due note will be taken of length of
duty cycles, periods of time off and cumulative duty hours.
Planned schedules must allow for flights to be completed within the maximum permitted flying
duty period. When assessing the planning of a schedule the time allowed for pre-flight duties,
taxiing, the flight and turnaround times should be taken into account. However, it is recognised
that on occasion a planned flight will experience unforeseen delays. Under these conditions, the
aeroplane Commander may, within prescribed conditions, extend a Flying Duty Period (FDP).
7.2 APPLICABILITY
The scheme shall apply in relation to any duty carried out at the behest of Eurocypria Airlines
(The Company) by both flight crew and cabin crew. The scheme shall apply to all cabin crew
carried as crew members.
It is emphasized that the e xistence of any industrial agreement cannot in any way absolve
Eurocypria Airlines ( The Company) or the crew member from observing any of the conditions
contained in this Flight Time Limitations (FTL) scheme.

7- 4
7.3 RESPONSIBILITIES
7.3.1 EUROCYPRIA AIRLINES (THE COMPANY)

Eurocypria (ECA) will publish rosters in advance so that operating crews can plan adequate
pre-flight rest. Crew members will normally be given at least 7 days notice of days-off. Before
the start of the new roster year, the start and finish dates of each roster period, plus the
expected publication date, will be issued to crew members.
Training for Rostering Staff must include guidance on the effects of disturbing Circadian
Rhythms, and sleep deprivation.
Away from base, Eurocypria (ECA) must provide for crew members both the opportunity and
facilities for adequate pre-flight rest, in suitable accommodation.
When crew member is employed on irregular basis or is allowed to undertake other
employment, it is Eurocypria’s responsibility to ensure that the crew member satisfies the
provisions of Eurocypria’s approved Flight Time Limitations scheme and have the opportunity to
enjoy adequate pre-flight rest.
7.3.2 CREW MEMBERS

Responsibility for the proper control of flight and duty time does not rest wholly with Eurocypria.
Crew members have the responsibility to make optimum use of the opportunities and facilities
for rest provided. They are also responsible for planning and using their rest periods properly in
order to minimise incurring fatigue. Regulations place a further responsibility to crew members.
Simply put, crew members shall not act as operating crew if they know, or suspect that their
physical or mental condition renders them unfit to operate. Furthermore, they must not fly if they
know that they are, or are likely to be, in breach of this scheme.
7.4 PROVISIONS AND VARIATIONS

The provisions in this FTL are in accordance with regulations set by the UK CAA CAP 371
(4 th Edition) as applied by the Cyprus DCA AIC-C011/06. Any company variations, reflected in
paragraph 7.24 of this chapter, are subject to prior approval of the Cyprus DCA.
7.5 DEFINITIONS
Unless otherwise defined below, all words, phrases, definitions and abbreviations have identical
meanings to those described in article 129 of the UK Air Navigation Order 2000, as amended.
7.5.1 ACCLIMATISED
When a crew member has spent 3 consecutive local nights on the ground within a time zone,
which is 2 hours wide and is able to undertake uninterrupted night's sleep. The crew member
will remain acclimatised th ereafter until a duty period finishes at a place where local time differs
by more than 2 hours from that at the point of departure.

7-5
7.5.2 CABIN CREW

A person employed to facilitate the safety of passengers, whose duties are detailed by
Eurocypria or the aeroplane Commander. Such persons will not act as a member of the flight
crew.
7.5.3 CONTACTABLE (AVAILABLE)

A short period of time during the day, other than on a 'day -off' during which Eurocypria requires
a crew member to be contactable for the purpose of giving notif ication of a duty period which
will commence not less than 10 hours ahead. The contactable periods will be between
08:00-09:30 and 18:00-19:00 local time.
7.5.4 CREW
A member of the flight crew or a cabin crew.
7.5.5 DAYS-OFF
Periods available for leisure and relaxation free from all duties. A single day off shall include
2 local nights. Consecutive days off shall include a further local night for each additional
consecutive day off. A rest period may be included as part of a day-off.
7.5.6 DISPATCH CREW

A fully qualified and current flight crew / cabin crew authorised to carry out pre-flight duties as
defined by Eurocypria.
7.5.7 DUTY
Any continuous period during which a crew member is required to carry out any task
associated with the business of Eurocypria.
7.5.8 EARLY START DUTY

A duty is Early Start Duty if it commences in the period 05:00 to 06:59 hours local time.
7.5.9 FLIGHT CREW

Those members of the crew of an aeroplane who act as a pilot.
7.5.10 FLYING DUTY PERIOD (FDP)

Any time during which a person operates in an aerop lane as a member of its crew. It starts
when the crew member is required by Eurocypria to report for a flight and finishes at on-chocks
on the final sector.
7.5.11 HOME BASE

The place nominated by Eurocypria to the crew member from where the crew member normally
starts and ends a duty period or a series of duty periods and at which place Eurocypria is not
responsible for the accommodation of the crew member concerned.
7.5.12 LATE FINISH DUTY

Any duty is a Late Finish when the duty finishes in the period 01:00 to 01:59 hours local time.

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7.5.13 LOCAL NIGHT

A period of 8 hours falling between 22:00 and 08:00 hours local time.
7.5.14 NIGHT DUTY

A duty is a Night Duty if any part of the duty falls within the period 02:00 to 04:59 hours local
time.
7.5.15 POSITIONING
The practice of transferring cr ew from place to place as passengers in surface or air transport at
the behest of Eurocypria.
7.5.16 REGULAR
Regular, when applied to duties that are Late Finishes, Night or Early Starts, means a run of 4
or 5 consecutive duties, not broken by a period of 34 hours free of such duties, contained in a
single 7 consecutive day periods.
7.5.17 REPORTING TIME

The time at which a crew member is required by Eurocypria to report for any duty.
7.5.18 REST PERIOD

A period of time before starting a flying duty period which is designed to give crew members
adequate opportunity to rest before a flight.
7.5.19 ROSTERED / PLANNED DUTY

A duty period, or series of duty periods, with stipulated start and finish times, notified by the
Company to crews in advance.
7.5.20 ROSTERING PERIOD

Four consecutive weeks.
7.5.21 SCHEDULED DUTY

The allocation of a specific flight or flights or other duties to a crew member within the pre-
notified rostered / planned series of duty periods.
7.5.22 SECTOR
The time between an aeroplane first moving under its own power until it next comes to rest after
landing, on the designated parking position.
7.5.23 SPLIT DUTY

A flying duty period which consists of two or more sectors, separated by less than a minimum
rest period.

7-7
7.5.24 STANDBY DUTY

A period during which Eurocypria places restraints on a crew member who would otherwise be
off duty. However, it shall not include any time during which the crew member is contactable for
the purpose of giving notification of a duty which is due to start 10 hours or more ahead.
7.5.25 SUITABLE ACCOMMODATION

A well furnished bedroom which is subject to minimum noise, is well ventilated and has the
facility to control the levels of light and temperature.
7.5.26 TRAVELLING
All time spent by a crew member transiting between the place of rest and the place of reporting
for duty.
7.5.27 WEEK
A period of 7 consecutive days starting at 06:00 hours local time on a Monday.

7- 8
7.6 CALCULATION OF A FLYING DUTY PERIOD

The maximum FDP, in hours and fractions of hours, will be in accordance with GB 7.13. The
times extracted from the tables may be extended by use of in-flight relief, split duty and
Commander's discretion, under the terms of GB 7.15, GB 7.16 and GB 7.18. Where a flight
crew consists of two pilots only, any FDP involving a sector, which is planned to exceed 7 hours
will be calculated as detailed in GB 7.14.
7.7 ADDITIONAL LIMITS ON FLYING

7.7.1 LATE FINISHES / EARLY STARTS
NOTE: This paragraph only apply to crew members who are acclimatised.
a) Sleep deprivation, leading to the onset of fatigue, can arise if a crew member is required to
report early for duty on a number of consecutive days. Therefore, not more than
3 consecutive duties that occur in any part of the period 01:00 to 06:59 hours local time can
be undertaken, nor will there be more than 4 such duties in any 7 consecutive days.
Any run of consecutive duties (Late Finishes or Nights or Early Starts) can only be broken
by period of not less than 34 consecutive hours free from such duties. These 34
consecutive hours may include a duty that is not an Early, Late or Night duty.
b) Crew members who are employed on a regular early morning duty for a maximum of
5 consecutive duties will work to the following:
• The minimum rest period before the start of such a series of duties will be 24 hours.
• The duty will not exceed 9 hours, irrespective of the sectors flown.
• At the finish of such a series of duties, crew members will have a minimum of 63 hours
free of all duties,
c) Should any duties be scheduled to be carried out within any part of the period 02:00 to
04:59 hours local time, for a minimum of 2 and a maximum of 3 consecutive nights, then
crew members will finish the duty preceding this series of duties by 21:00 hours local time
before covering the block of consecutive night duties, such that the crew members can take
a rest period during a local night.
d) Crew members who are employed on a regular night duty for a maximum of 5 consecutive
nights will work to the following:
• The minimum rest period before the start of such a series of duties will be 24 hours.
• The duty will not exceed 8 hours, irrespective of the sectors flown.
• At the finish of such a series of duties crew members will have a minimum of 54 hours
free of all duties.

7-9
7.8 MIXED DUTIES

When a crew member is required to report for duty in advance of the stipulated report time for a
scheduled flight, to carry out a task at the behest of Eurocypria, then the time spent on that task
shall be part of the subsequent FDP.
7.8.1 MIXED SIMULATOR AND AEROPLANE FLYING

When a flight crew member flies in the simulator, either on a check or training flight, or as a
Training Captain or Instructor, and then within the same duty period flies as a flight crew
member on a public transport flight, all the time spent in the simulator is counted in full towards
the subsequent FDP. Simulator flying does not count as a sector, but the FDP allowable is
calculated from the report time of the simulator details.
7.9 TRAVELLING TIME
Travelling time, other than that time spent on positioning, does not count as duty.
Travelling time, from home to departure aerodrome, if long distances are involved, is a factor
influencing any subsequent onset of fatigue. If the journey time from home to normal departure
aerodrome is usually in excess of 1 1/2 hours, crew members should make arrangements for
temporary accommodation nearer to base.
When crew members are required to travel from their home to an aerodrome other than the one
from which they normally operate, any travelling time over and above the journey time from
home to the usual operating aerodrome will count as positioning.

7 - 10
7.10 DELAYED REPORTING TIME IN A SINGLE FDP
When a crew member is informed of a delay to the reporting time due to a changed schedule,
before leaving the place of rest, the FDP shall be calculated as follows. When the delay is less
than 4 hours the maximum FDP allowed will be based on the original report time and the FDP
will start at the actual report time. When the delay is 4 hours or more, the maximum FDP will be
calculated using the more limiting of the planned and actual report times and the FDP will start
4 hours after the original report time.
When ECA informs a crew member before leaving the place of rest of a delay in reporting time
of 10 hours or more ahead, and that crew member is not further disturbed by ECA until a
mutually agreed hour, then that elapsed time is classed as a rest period. If, upon the
resumption of duty, further delays occur then the appropriate criteria in this paragraph and the
first paragraph above will be applied to the re-arranged reporting time.
7.11 POSITIONING
All time spent on positioning at the behest of ECA shall count as duty, but positioning does not
count as a sector when calculating the FDP. In these circumstances the FDP commences not
later than the time at which the crew member reports for the positioning journey, or positions in
accordance with GB 7.9, 3rd paragraph.
If, after a positioning journey, the crew member spends less than a minimum rest period at
suitable accommodation provided by ECA, and then carries out an FDP, the positioning will be
counted as a sector if a split duty is claimed when calculating the allowable FDP. If it is not, a
split duty FDP will not be used.
On occasion, with the agreement of the Cyprus DCA, Eurocypria can recover a crew member to
main base from an overseas aerodrome by means of a positioning on the eighth consecutive
day of duty.

7 - 11
7.12 STANDBY DUTY

The time of start, end and nature of the standby duty will be defined and notified to crew
members. The time a standby duty starts determines the allowable FDP, except that when the
actual FDP starts in a more limiting time band, then that FDP limit will apply. However, when a
standby duty is undertaken at home or in suitable accommodation provided by ECA during the
period 22:00 to 08:00 hours local time, and a crew member is given 2 hours or less notice of a
report time, then the allowable FDP starts at the report time at the designated reporting place.
When a crew member is on standby duty on immediate readiness at an aerodrome, the
allowable FDP is calculated using the start time of the standby duty.
If a crew member is called out from standby, the standby duty will cease when the crew
member reports at the designated reporting point.
The following limits apply:
DUTY MAXIMUM DURATION
Standby Duty (all cases) 12 hours
Standby followed by FDP As in Case A and B below
Case A Case B
If a crew member is called out from standby to

If a crew member is called out from standby conduct an FDP after completing 6 hours or
to conduct an FDP before completing 6 hours more standby duty, then the total duty period
standby duty, then the total duty period allowed is the sum of all the time spent on
allowed is the sum of the time spent on standby and the FDP obtained from GM 7.13,
standby and the FDP obtained from GM 7.13. reduced by the amount of standby worked in
excess of 6 hours.
Note: The reference to “total duty period” applies only to the sum of the “standby time achieved +
the allowable FDP obtained from paragraph 7.13”. On the day, for cumulative duty totals and
for minimum rest purposes, the total duty achieved will be “standby time achieved + FDP
achieved + post flight duties + any positioning”.
When any period of standby finishes, during which a call-out has not occurred, at least 12 hours
rest must follow prior to the next duty period. Similarly, following the end of a contactable period
or periods, at least 10 hours must elapse prior to the next duty period.

7 - 12
7.13 MAXIMUM FDP

The standard reporting time prior to flight is 1 hour. Pre-flight duties are part of the FDP;
30 minutes duty will be allowed for post-flight activities. The time spent between reporting for a
flight and the completion of post-flight tasks determines the length of the subsequent rest
period.
A non-standard reporting time designed to take advantage of an increased FDP from a more
favourable time band, must not be used.
Report times must not be reduced in order for crew members to achieve their required rest prior
to an FDP.
On some occasions and on certain routes, a dispatch crew will prepare the aeroplane for
departure. The operating crew will come on duty 30 minutes before scheduled departure time,
and the FDP allowable for that crew shall be calculated from the “on duty” time.
TABLE A
(Applies when the FDP starts at a place where the crew member is ACCLIMATISED)
LOCAL TIME SECTORS

OF START 1 2 3 4 5 6 7 8+
06:00 – 07:59 13 12 ¼ 11 ½ 10 ¾ 10 9½ 9 9
08:00 – 12:59 14 13 ¼ 12 ½ 11 ¾ 11 10 ½ 10 9½
13:00 – 17:59 13 12 ¼ 11 ½ 10 ¾ 10 9½ 9 9
18:00 – 21:59 12 11 ¼ 10 ½ 9¾ 9 9 9 9
22:00 – 05:59 11 10 ¼ 9½ 9 9 9 9 9
TABLE B
(Applies when the FDP starts at a place where the crew member is NOT ACCLIMATISED)
LENGTH OF SECTORS
PRECEDING REST
(HRS) 1 2 3 4 5 6 7+
Up to 18 or Over 30 13 12 ¼ 11 ½ 10 ¾ 10 9¼ 9
Between 18 and 30 11 ½ 11 10 ½ 9¾ 9 9 9
Note: The practise of inserting a short duty into a rest period of between 18 and 30 hours in order to
produce a rest period of less than 18 hours, thereby taking advantage of the longer FDP contained
in Table B, is not permitted.

7 - 13
Note: Nutrition (OPS 1.1130)

ECA is responsible to provide a meal and drink opportunity to the crews in order to avoid detriment
to their performance, especially if the FDP exceeds 6 hours
7.14 LIMITS ON TWO FLIGHT CREW LONG RANGE OPERATIONS
NOTE: Eurocypria Airlines does not hold an approval for long range operations.
7.15 EXTENSION OF FLYING DUTY PERIOD BY IN-FLIGHT RELIEF
NOTE: Extension of Flying Duty Period by In-flight Relief may only be applied to
Non-Public transport flights.
When any additional crew member is carried to provide in-flight relief, with the intent of
extending an FDP, that individual shall hold qualifications which are equal or superior to those
held by the crew member who is to be rested. The division of duty and rest between those crew
members being relieved will be kept in balance. It is unnecessary for the relieving crew member
to rest in between the times relief is provided for other crew members.
When in-flight relief is utilised, there will be for the crew member resting a comfortable
reclining seat or bunk, separated and screened from the flight deck and passengers, and free
from disturbance.
A total in-flight rest of less than 3 hours does not allow for the extension of an FDP, but where
the total in-flight rest, which need not be consecutive, is 3 hours or more, then the FDP may be
extended as follows:
IF THE REST IS TAKEN IN A BUNK IF THE REST IS TAKEN IN A SEAT
A period equal to one third of the total of rest

A period equal to one half of the total of rest
taken, provided that the FDP permissible shall
taken, provided that the FDP shall not exceed
not exceed 15 hours; 16 hours in the case of
18 hours; 19 hours in the case of cabin crew.
cabin crew.

7 - 14
7.16 EXTENSION OF FLYING DUTY PERIOD BY SPLIT DUTY

When an FDP consists of two or more sectors (of which one can be a positioning journey
counted as a sector) but separated by less than a minimum rest period, then the FDP will be
extended by the amounts indicated below:
CONSECUTIVE HOURS REST MAXIMUM EXTENSION OF THE FDP
Less than 3 hours NIL
3 – 10 hours A period equal to half the consecutive hours rest taken
The rest period shall not include the 45 minutes total allowed for immediate post flight and
pre-flight duties. When the rest period is 6 hours or less it will suffice if a quiet and comfortable
place, not open to the public, is available.
If rest is taken in the aeroplane on the ground, the crew must have adequate control of the
temperature and ventilation within the aeroplane, either by use of ground power unit or the
aeroplane internal power units. The passengers must not be on board.
If the rest period is more than 6 consecutive hours, then suitable accommodation must be
provided by Eurocypria.
7.17 REST PERIODS

Crew members will be notified in good time of a flying duty period so that sufficient and
uninterrupted pre-flight rest can be obtained. When away from base opportunities and
facilities for adequate pre-flight rest will be provided by ECA in suitable accommodation. When
flights are carried out at such short notice that it is impracticable for ECA to arrange suitable
accommodation, then this responsibility devolves to the aeroplane Commander.
The minimum rest period which must be taken before undertaking a flying duty period
shall be:
a) at least as long as the preceding duty period, or
b) 12 hours,
whichever is the greater.
When away from base, in the case when the rest period earned by a crew member is 12 hours
and suitable accommodation is provided by ECA, then that rest period may be reduced by 1
hour. In such circumstances, if the travelling time between the aerodrome and the
accommodation is more than 30 minutes each way then the rest period will be increased by the
amount the total time spent travelling exceeds 1 hour. In both situations the room allocated to
the crew member must be available for occupation for a minimum of 10 hours. This sub-
paragraph does not apply to rest periods that exceed 12 hours.

7 - 15
Exceptionally, at home base, individual crew members may be asked to exercise their
discretion to reduce rest by up to a maximum of 1 hour but only to a minimum of 12 hours for
flight crew and 11 hours for cabin crew. If discretion is used, it is the responsibility of ECA and
the crew member to inform the Commander of the flight immediately following the rest period,
that a reduced rest has been taken.
If the preceding duty period, which includes any time spent on positioning, exceeded 18 hours,
then the ensuing rest period must include a local night.
Following a sequence of reduced rest and an extended FDP the subsequent rest period cannot
be reduced.
After being called out from a standby duty the length of the minimum rest period will be
determined by the length of standby duty, plus any time spent on positioning and any FDP
completed.
Crew members who have difficulty in achieving adequate pre-flight rest shall inform their
manager and then will be given the opportunity to consult an aviation medical specialist.

7 - 16
7.18 EXCEEDANCE OF FLIGHT DUTY PERIODS AND / OR

REDUCTION OF REST PERIODS
7.18.1 AIRCRAFT COMMANDER’S DISCRETION TO EXTEND A FLYING DUTY PERIOD

The Commander’s discretion is a purely safety -based decision contingent upon events of the
day. Where there is disruption to an operation through unplanned and unforeseen
circumstances an operator may request a commander to consider an extension to the normal
FDP, to allow recovery of operational plans, if he is satisfied it is safe to do so. On the day,
there is no restriction on departing from home base, in the knowledge that the exercise of
discretion is likely to be required to extend the FDP, provided the extension is within the
specified limitation. In determining the circumstances of other crew members, any crew member
who considers himself likely to be suffering from fatigue at the end of the proposed FDP, such
that the safety of the flight or passengers may be compromised, should not be required to
operate. The commander, in compl eting the Discretion Report, should note the factors on which
the decision was based.
An aircraft Commander may, at his discretion, and after taking note of the circumstances of
other members of the crew, extend an FDP beyond that permitted in GB 7.13, provided he is
satisfied that the flight can be made safely. The extension shall be calculated according to what
actually happens, not on what was planned to happen. An extension of 3 hours is the maximum
permitted, except in cases of emergency (see Note below).
A Commander is authorised to exercise his discretion in the following circumstances and to the
limits set. In an FDP involving 2 or more sectors, up to a maximum of 2 hours discretion may be
exercised prior to the first and subsequent sectors, but thi s may be up to 3 hours prior to the
start of a single sector flight, or immediately prior to the last sector on a multi-sector flight.
A Commander may exercise discretion to extend an FDP following a reduced rest period, only
exceptionally, and then only t o the extent necessary to allow for unforeseen circumstances that
become apparent during the last sector.
Note: In respect of an extension to a flying duty period, an emergency is a situation which in the
judgement of the Commander presents a serious risk to the health or safety of crew and
passengers, or endangers the lives of others.
It is the Commander, on the day, who exercises discretion, after taking note of the
circumstances of the rest of the crew. When away from base and the flight crew and cabin crew
remain together, it is the Commander who exercises discretion to extend an FDP.
7.18.2 AIRCRAFT COMMANDER’S DISCRETION TO REDUCE A REST PERIOD

An aircraft Commander may, at his discretion, and after taking note of the circumstances of
other members of the crew, reduce a rest period, but only insofar as the room allocated to the
crew member must be available for occupation for a minimum of 10 hours. The exercise of such
discretion will be exceptional and must not be used to reduce successive rest periods. If th e
preceding FDP was extended, the rest period may be reduced, provided that the subsequent
allowable FDP is also reduced by the same amount. In no circumstances may a Commander
exercise discretion to reduce a rest period below 10 hours at accommodation.
It is the Commander, on the day, who exercises discretion, after taking note of the
circumstances of the rest of the crew. When away from base and where an individual crew
member separates from the crew, or the crew as a whole splits up, then any use of discretion to
reduce rest becomes a decision for an individual crew member. The decision to continue with

7 - 17
the next flight and the submission of an associated discretion report is the responsibility of the
relevant Commander after the crew member and the Company if in a position to do so, has
informed the Commander that a reduced rest has been taken.
7.18.3 REPORTING EXERCISE OF DISCRETION

Whenever a Commander extends an FDP it shall be reported to the Operations Manager on a
Commander’s Discretion Report Form, in the format of Appendix GB 13.1.5. If the extension is
greater than 2 hours, or discretion is exercised after any reduced rest period, then ECA will
submit the Commander's written report, together with the Company’s comments to Cyprus
DCA, within 14 days of the aeroplane's return to base.
Whenever a Commander reduces a rest period, it shall be reported to the Operations Manager
on a Commander’s Discretion Report Form, in the format of Appendix GB 13.1.6. If the
reduction is more than 1 hour, then ECA will submit the Commander's written report together
with the Company’s comments to the Cyprus DCA, within 14 days of the aeroplane's return to
base.
7.18.4 FORMS TO BE USED

Refer to Appendices for:
• Extension of Flying Duty Form (GB 13.1.5).
• Reduction of Rest Form (GB 13.1.6).
7.19 DAYS OFF
Wherever possible and if required by the crew member, days off will be allocated so that they
can be taken in the home environment.
A single day off will include 2 local nights, and cover at least 34 hours.
A planned rest period may be included as part of a day off.
Crew members will:
a) Not be on duty more than 7 consecutive days between days off, but may be positioned to
the usual operating base on the next day after which they will have 2 consecutive days off,
and
b) Have 2 consecutive days off in any consecutive 14 days following the previous 2
consecutive days off, and
c) Have a minimum of 7 days off in any consecutive 4 weeks, and
d) Have an average of at least 8 days off in each consecutive 4-week period, averaged over
3 such periods.
7.20 ABSOLUTE LIMITS ON FLYING HOURS

A person shall not act as a member of the flight crew of an aeroplane if at the beginning of the
flight the aggregate of all previous flight times:

7 - 18
a) During the period of 28 consecutive days expiring at the end of the day on which the flight
begins exceeds 100 hours; (this means that on the 28th day a flight crew member may
depart on a single sector flight, and may complete that sector, even though at the end of the
flight the total flying hours completed in 28 days will exceed 100 hours. Consequently, the
flight crew member cannot then continue to operate as flight crew member on any
subsequent sector during the day); or
b) During the period of 12 months expiring at the end of the previous month exceeds
900 hours.
7.21 CUMULATIVE DUTY HOURS
The maximum duty hours for flight crew will not exceed:
• 55 hours in any 7 consecutive days, but this figure can be increased to 60 hours when a
rostered duty covering a series of duty periods has commenced and is subject to
unforeseen delays;
• 95 hours in any 14 consecutive days; and
• 190 hours in any 28 consecutive days.
When a crew member is not rostered for either standby or flying duties for 28 or more
consecutive days then any duty hours worked will not be added to cumulative totals.
However, when a crew member is anticipated to return to either standby or flying duties the
duty hours worked in the 28 days preceding that duty must be recorded. Those hours worked
will be used to ensure that the crew member complies with the requirements of this scheme.
CALCULATION OF CUMULATIVE DUTY HOURS

Duty hours will be added to cumulative totals in accordance with the following:
a) To count in full:
• Duty periods and flying duty periods, plus subsequent post-flight duties.
• All standby duty, except that specified in b) below.
• The time spent on positioning.
b) To count as half the time on duty:
• The standby duty, when the period of notice given to the crew member by Eurocypria
before reporting for duty, is 3 hours or more.
• The standby duty when undertaken at home, or in suitable accommodation provided by
Eurocypria, takes place during the period 22:00 to 08:00 hours local time and the crew
member can take undisturbed rest and is not called out for duty.

7 - 19
7.22 RULES RELATING TO CABIN CREW MEMBERS

The requirements detailed in this Section are applicable to all cabin crew employed as crew
members, and are not intended to apply only to those cabin crew members carried to meet the
provisions of EU-OPS 1.
The limitations applied to cabin crew are those applicable to flight crew members contained in
GB 7.6 to GB 7.21 but with the following differences:
a) A flying duty period is 1 hour longer than that permitted for flight crew. The FDP and limits
set on early starts for cabin crew will be based on the time at which the flight crew report for
their flying duty period, but that FDP will start at the report time of the cabin crew.
b) For cabin crew the minimum rest period which will be provided before undertaking a flying
duty period shall be:
i) at least as long as the preceding duty period less 1 hour, or
ii) 11 hours,
whichever is the greater.
Exceptionally, at home base, individual crew members may be asked to exercise their
discretion to reduce rest by up to a maximum of 1 hour but only to a minimu m of 11 hours. If
discretion is used it is the responsibility of ECA and the crew member to inform the Commander
of the flight immediately following the rest period, that a reduced rest has been taken.
c) The combined sum of standby time and subsequent FDP will be 1 hour longer than that
permitted to flight crew.
d) The maximum duty hours for cabin crew will not exceed:
• 60 hours in any 7 consecutive days, but can be increased to 65 under similar
circumstances applicable to flight crew
• 105 hours in any 14 consecutive days
• 210 hours in any 28 consecutive days.
e) The annual and 28 day limits on flying hours appertaining to flight crew do not apply.
f) The limits set for two-pilot flight crew long range operations do not apply.
7.23 RECORDS TO BE MAINTAINED
Records for duty and rest periods of all flying staff shall include:
For each crew member:
• The beginning, end and duration of each duty or flying duty period and function performed
during the period. Duration of each rest period prior to a flying duty or standby duty period.
Dates of days off. 7 consecutive day totals of duty.
• The duty and rest periods recorded for cabin crew will be a percentage of those so
employed. The percentage used will be 10 percent and the sample will be changed every
6 months.

7 - 20
For each flight crew member:

• Daily and 7 consecutive day flying hours.
Records shall be preserved for at least 15 calendar months from the date of the last relevant
entry.
Additionally, copies of all aeroplane Commander's discretion reports of extended flying duty
periods and reduced rest periods will be retained for a period of at least 6 months after the
event.
7.23.1 FLIGHT AND DUTY TIME RECORDING PROCEDURE
7.23.1.1 DEPARTURE AND ARRIVAL TIMES

The departure time is the time when the aeroplane first moves off chocks, whether under power
or bei ng moved by a tow truck before engines are started.
The arrival time is the time when the aeroplane is finally on chocks before
disembarkation. If, after the aeroplane comes to a halt, the engines are shut down and the
aeroplane is moved by tow truck to the final stand position, the time on chocks is still the time to
be recorded.
7.23.1.2 BEGINNING AND END OF DUTY

For flying duty, ''time on duty'' (or ''time duty began'') and ''time off duty'' (or ''time duty ended'')
are normally reckoned and recorded as ''60'' minutes before the scheduled time of departure
(STD) and the actual arrival time (ATA).
DESCRIPTION BEGINNING END
Standby On duty Off duty, or beginning of flying duty
Cancelled flight or duty Reporting Clear of duty
Office duties, official ECA meeting,

ground training (lectures, simulator, Start Finish
etc.)
Duty travel / positioning

Start of journey End of journey
(supernumerary or by road or by air)
Flight crew must take all such times into account, in addition to flying duties, to ensure
compliance with the regulations for rest periods before any flying duty period as operating crew
of a public transport aeroplane. Non-flying duties must not be undertaken if they would conflict
with the required rest period before rostered flying duties.
Duty times for mandatory periodic checks will be recorded by the department concerned.

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7.23.2 FLYING OTHER THAN FOR EUROCYPRIA AIRLINES

The rest period and time off associated with flying required to be included in the 28 day total
must comply with the Eurocypria scheme (commences GB 7.6). A flight crew member wishing
to undertake flying other than on ECA duty which qualifies for inclusion in the 28 day total, must
first obtain the written permission of the Operations Manager. Such permission will not be
unreasonably withheld. He must telephone the rostering department on each occasion before
such flying, to check that his availability for ECA will not be restricted thereby. Immediately after
such flying he must telephone ECA giving:
a) The name of the operating company,
b) Aeroplane type and registration,
c) Times and dates of the beginning and end of each flight,
d) Times and dates of the beginning and end of each associated duty period,
e) Brief particulars of the nature of the duties involved.
These details must be confi rmed in writing and will be included in the duty records.
The rest periods following any such flying must conform to the requirements of the ECA
scheme.

7 - 22
7.24 VARIATION OF FLIGHT TIME LIMITATIONS SCHEME
7.24.1 LEVEL 2 – FDP PLUS 60 MINUTES
FLIGHT CREW
The allowable FDP obtained from Table A may be extended by 60 minutes and a sector need
not be considered as multi-sector flight until the sector is scheduled for more than 71/2 hours
subject to the following conditions:
a) 2 local nights (minimum 34 hours) free from all duties must be achieved prior to an
extended flight duty period.
b) Flight crew members must be acclimatised.
c) Commander's normal discretion to extend an FDP is reduced to a maximum of 2 hours with
no more than 1 hour being exercised prior to leaving the initial point of departure.
d) Where a Commander exercises discretion which uses any portion of the time allowed after
leaving the initial point of departure, then a report will be submitted to the Cyprus DCA.
e) One day off must be achieved following the extended FDP.
f) A maximum of 4 extended FDP flights may be undertaken in any consecutive 28 day
period.
g) Maximum duty hours will be 180 hours in any 28 consecutive day period in which the use of
this extension takes place.
h) Minimum number of days off for flight crew operating one or more of these flights will be
9 days in any period of 4 consecutive weeks in which the use of this extension takes place.
i) Dispatch crew will not be used.
j) Extension of FDP by split duty is not permitted.
CABIN CREW
a) Cabin crew may be planned for an extra 30 minutes on their normal allowable FDP.
b) Cabin crew members must be off duty by 22:00 local on the day prior to the extended FDP
so that either a rest period equivalent to the preceding duty period or a minimum of
11 hours rest is achieved and discretion to reduce rest prior to or following such a flight may
not be exercised.
c) Cabin crew must be acclimatised.
d) A maximum of 5 extended FDP flights may be undertaken in any consecutive 28 day
period.
e) One day off must be achieved following the extended FDP.
f) Maximum duty hours will be 205 hours in any 28 consecutive day period in which the use of
this extension takes place.
g) Minimum number of days off for cabin crew operating one or more of these flights will be
9 days in any period of 4 consecutive weeks in which the use of this extension takes place.
ROSTERING
All Level 2 operations will be indicated on the roster.

OPERATING PROCEDURES GB (OM A)
FLIGHT PREPARATION INSTRUCTIONS
8.1 - A
TABLE OF CONTENTS
Paragraph Page
8. OPERATING PROCEDURES ................................................................ ..8.1-1

8.1 FLIGHT PREPARATION INSTRUCTIONS ................................ ...........................8.1-1
8.1.1 MINIMUM FLIGHT ALTITUDES ................................ ...............................8.1-3
8.1.1.1 GENERAL ................................ ................................ ...............8.1-3
8.1.1.2 MINIMUM ALTITUDES TERMINOLOGY....................................8.1-3
8.1.1.3 MINIMUM ALTITUDES / FLIGHT LEVELS FOR VFR FLIGHTS ..8.1-4
8.1.1.4 MINIMUM ALTITUDES / FLIGHT LEVELS FOR IFR FLIGHTS....8.1-4
8.1.1.5 PERFORMANCE CONSIDERATIONS - PERFORMANCE CLASS “A”
AEROPLANES ................................ .........................................8.1-5
8.1.1.6 COMPANY PROCEDURES ................................ ......................8.1-8
8.1.1.7 MINIMUM FLIGHT ALTITUDE CORRECTIONS .........................8.1-9
8.1.2 CRITERIA AND RESPONSIBILITIES FOR THE AUTHORISATION
OF THE USE OF AERODROMES ................................ .......................... 8.1-14
8.1.2.1 USABLE AERODROME ................................ ......................... 8.1-14
8.1.2.2 ADEQUATE AERODROME ................................ .................... 8.1-15
8.1.2.3 RESCUE SERVICES AND FIRE FIGHTING (RFF) ................... 8.1-16
8.1.2.4 AERODROME CATEGORISATION FOR FLIGHT CREW
COMPETENCE................................ ................................ ...... 8.1-18
8.1.3 METHODS FOR THE DETERMINATION OF AERODROME OPERATING
MINIMA ................................ ................................................................ 8.1-20
8.1.3.1 GENERAL ................................ ................................ ............. 8.1-20
8.1.3.2 AEROPLANE CATEGORIES ................................ .................. 8.1-20
8.1.3.3 PLANNING REQUIREMENETS ................................ .............. 8.1-21
8.1.3.4 TAKE-OFF MINIMA ................................................................ 8.1-24
8.1.3.5 AERODROME OPERATING MINIMA (AOM) ........................... 8.1-26
8.1.4 EN-ROUTE OPERATING MINIMA FOR VFR FLIGHTS AND
VFR PORTIONS OF A FLIGHT................................ .............................. 8.1-37
8.1.5 PRESENTATIONS AND APPLICATION OF AERODROME AND
EN-ROUTE OPERATING MINIMA ................................ ......................... 8.1-37
8.1.6 INTERPRETATION OF METEOROLOGICAL INFORMATION ................. 8.1-37
8.1.6.1 EN-ROUTE METEOROLOGICAL DATA .................................. 8.1-38
8.1.6.2 AERODROME METEOROLOGICAL DATA ............................. 8.1-39
8.1.6.3 NON- ROUTINE AERONAUTICAL INFORMATION................... 8.1-40
8.1.7 DETERMINATION OF THE QUANTITIES OF FUEL, OIL AND WATER
METHANOL CARRIED ................................................................ .......... 8.1-41
8.1.7.1 FUEL PLANNING................................ ................................ ... 8.1-41
8.1.7.2 STANDARD PROCEDURE ................................ ..................... 8.1-41
8.1.7.3 DECISION POINT PROCEDURE ............................................ 8.1-44
8.1.7.4 ISOLATED AERODROME PROCEDURE................................ 8.1-45
8.1.7.5 PREDETERMINED POINT PROCEDURE ............................... 8.1-45
8.1.7.6 FUEL CONSERVATION POLICY ............................................ 8.1-46
8.1.7.7 OIL ................................ ................................ ........................ 8.1-46
8.1.7.8 WATER METHANOL ................................ .............................. 8.1-47
8.1.7.9 MAINTENANCE OF FUEL AND OIL CARRIAGE AND
CONSUMPTION RECORDS ................................ ................... 8.1-47
8.1.8 MASS AND CENTER OF GRAVITY ................................ ....................... 8.1-47

8.1 - B
8.1.8.1 DEFINITIONS................................................................ ........ 8.1-47

8.1.8.2 COMMANDER’S RESPONSIBILITY ................................ ....... 8.1-49
8.1.8.3 CORRECTION OF LOADING ERROR................................ ... 8.1-49
8.1.8.4 METHODS, PROCEDURES AND RESPONSIBILITY FOR
PREPARATION AND ACCEPTANCE OF THE MASS AND
BALANCE SHEET................................ ................................ . 8.1-50
8.1.8.5 PASSENGER AND BAGGAGE WEIGHT ................................ 8.1-51
8.1.8.6 STANDARD MASS VALUES................................ .................. 8.1-51
8.1.8.7 LAST MINUTE CHANGES PROCEDURE ............................... 8.1-52
8.1.8.8 SPECIFIC GRAVITY OF FUEL AND OTHER FLUIDS.............. 8.1-53
8.1.8.9 SEATING POLICY / PROCEDURES................................ ....... 8.1-53
8.1.8.10 MANUAL LOAD SHEET & TRIM CHART ............................... 8.1-55
8.1.8.11 COMPUTERISED LOAD SHEET................................ ............ 8.1-63
INTRODUCTION ................................................................ ... 8.1-63
8.1.8.12 WEIGHTS, INDICES AND PANTRY INFORMATION ............... 8.1-69
8.1.8.13 BAGGAGE AND CARGO LOADING INFORMATION AND
PASSENGER DISTRIBUTION................................ ................ 8.1-75
8.1.9 ATC FLIGHT PLAN................................ ............................................... 8.1-78
8.1.9.1 REPETITIVE FLIGHT PLAN................................ ................... 8.1-78
8.1.9.2 FILLING AND FILING OF ATC FLIGHT PLAN......................... 8.1-78
8.1.9.3 COMMANDER’S RESPONSIBILITY ................................ ....... 8.1-78
8.1.10 OPERATIONAL FLIGHT PLAN.............................................................. 8.1-79
8.1.10.1 GENERAL ................................................................ ............. 8.1-79
8.1.10.2 COMMON FEATURES................................ ........................... 8.1-79
8.1.10.3 OPERATIONAL FLIGHT PLAN - FORMAT AND CONTENTS .. 8.1-80
8.1.10.4 “JEPPESEN JETPLAN” OPERATIONAL FLIGHT PLAN........... 8.1-81
8.1.10.5 OFP- CREW RESPOSIBILITIES................................ ............. 8.1-83
8.1.11 OPERATOR‘S AEROPLANE TECHNICAL LOG ..................................... 8.1-84
8.1.11.1 GENERAL ................................................................ ............. 8.1-84
8.1.11.2 COMPOSITION OF THE TECH. LOG SYSTEM ...................... 8.1-84
8.1.11.3 TECHNICAL LOG ENTRIES................................ ................... 8.1-93
8.1.11.4 SINGLE EVENT AUTHORIZATIONS ................................ ...... 8.1-95
8.1.11.5 CABIN DEFECT LOG ................................ ...........................8.1-100
8.1.12 JOURNEY-LOG, COMMANDER’S REPORT – AUTOLAND REPORT....8.1-102
8.1.13 LIST OF DOCUMENTS, FORMS AND ADDITIONAL INFORMATION TO BE
CARRIED................................ ................................ ............................8.1-108
8.1.14 PRODUCTION OF DOCUMENTS AND RECORDS ..............................8.1-109
8.1.14.1 EC SAFA PROGRAM................................................................ 8.1-109

8.1 - C
INTENTIONALLY LEFT BLA NK

8.1 - D

8.1 - 1
8. OPERATING PROCEDURES
8.1 FLIGHT PREPARATION INSTRUCTIONS
It is the Commander’s responsibility to ensure that the flight is planned to meet all:
 Safety,
 Legal,
 Economic, and
 Company Requirements.
During the pre-flight preparation, a Commander should carry out an evaluation of the latest
available information regarding:
 The route to be flown including minimum heights and the availability of navigational
aids,
 The departure, destination and alternate aerodromes including relevant NOTAMS,
 Weather reports for the area, route, destination and alternate aerodromes,
 Aeroplane serviceability.
This evaluation should indicate to the Commander that the flight may reasonably be expected
to be conducted without infringing the provisions of this Operations Manual.
The Commander shall not commence a flight unless he is satisfied that:
 The appropriate pre-departure inspection has been carried out.
 The aeroplane is airworthy.
 The aeroplane configuration is in accordance with the MEL and CDL restrictions.
 The instruments and equipment required for the flight to be conducted are available.
 The instruments and equipment are in operable condition except as provided in the
MEL.
 A valid Operational Flight Plan is available.
 Those parts of the Operations Manual which are required for the conduct of the flight
are available.
 The documents, additional information and forms required to be available by the “List of
Documents forms and additional information to be carried“ (GB 8.1.12) are available.
 Current maps, charts and associated documents or equivalent data are available to
cover the intended operation of the aeroplane including any diversion which may
reasonably be expected.
 Ground facilities and services required for the planned flight are available and are
adequate.
 The provisions specified in the Eurocypria Operations Manual in respect of fuel, oil and
oxygen requirements, minimum safe altitudes, aerodrome operating minima and
availability of alternate aerodromes, where required, can be complied with for the
planned flight.
2008 Eurocypria Airlines Ltd. Revision: 6 /14-Jul-2008

8.1 - 2
 The load is properly distributed and safely secured.

 The weight of the aeroplane, at the commencement of the take-off roll, will be such that
the flight can be conducted in compliance with Chapter 8.1.1, Minimum Safe Altitudes,
and the Eurocypria Airlines OM (Part B), Abnormal and Emergency Procedures, Weight
& Balance and Loading.
 Any operational limitation in addition to those covered above will be complied with.
A Commander‘s Flight Brief, if relevant, must be prepared and passed to the Commander (GB
2.2.3).
An Operational Flight Plan must be completed for each intended flight except as shown in the
OM A Chapter 8.1.10, Operational Flight Plan.
Revision: 6 /14-Jul-2008 200 8Eurocypria Airlines Ltd.

8.1 - 3
8.1.1 MINIMUM FLIGHT ALTITUDES ( EU-OPS 1.250 / 1.365 )
8.1.1.1 GENERAL
Except for take-off / departure or approach / landing, no flight shall be operated below the
minimum safe altitudes as described below:
Note 1: Local regulations may require higher minimum flight altitudes (for deviations see Jeppesen
Airway Manual, Section AIR TRAFFIC CONTROL).
Note 2: No turn shall be initiated during departure until passing at least 400 ft agl.
8.1.1.2 MINIMUM ALTITUDES TERMINOLOGY

For the practical application of those basic requirements (ICAO Annex 2), the following
terminology is used:
 MINIMUM EN-ROUTE IFR ALTITUDE (MEA)

The lowest published altitude (or Flight Level) between radio fixes that meets obstacle
clearance requirements between those fixes and in many countries assures acceptable
navigational and radio signal coverage.
The published MEAs provide a terrain clearance of at least 1,000 ft (over high terrain
exceeding 5,000 ft becomes 2,000 ft) over the highest obstacle within the normal
airway width (5 NM each side of the airway centreline). On the Jeppesen En-route
charts, the MEA is given without any suffix (except as an «mtr» if given in metric).
 MINIMUM OFF-ROUTE ALTITUDE (MORA)

A route MORA provides reference point clearance within 10 NM (18.5 km) of the route
centreline (regardless of the route width and end fixes). The MORA is identified on the
charts by a small letter “a” next to the MORA (2,000a).
A GRID MORA altitude provides a reference point clearance within the section outlined
by latitude and longitude lines.
MORA values clear all reference points by 1,000 ft (300 mtrs) in areas where the
highest reference points are 5,000 ft (1,500 mtrs) MSL or lower. MORA values clear all
reference points by 2,000 ft (600 mtrs) in areas where the reference points are above
5,000 ft (1,500 m) MSL.
When a MORA is shown along a route as "unknown" or within a grid as
"unsurveyed" a MORA is not shown due to incomplete or insufficient information.
 MINIMUM OBSTACLE CLEARANCE ALTITUDE (MOCA)

The lowest published altitude in effect between radio fixes on VOR airways, off -airways
routes, or route segments, which meets obstacle clearance requirements for the entire
route segment.
 MINIMUM SECTOR ALTITUDE (MSA)

8.1 - 4
Altitude depicted on instrument approach, SID or STAR charts and identified as the
minimum safe altitude which provides a 1,000 ft (300 mtrs) obstacle clearance within a
25 NM (46 km) (or other value as stated) radius from the navigational facility upon
which the MSA is predicated.
8.1.1.3 MINIMUM ALTITUDES / FLIGHT LEVELS FOR VFR FLIGHTS

Eurocypria does not normally allow VFR operations for revenue flights. VFR flights are allowed
only between Larnaca and Paphos aerodromes (GB 8.1.4). If a VFR flight is required for a
specific flight or VFR portion(s) of a flight, an authorisation from the Operations Manager is
required.
Note: For VFR altitudes requirements refer to ICAO Rules of the Air - Annex 2 chapter 4 and to any
national regulations applicable to the area overflown.
For VFR-flights or VFR portions of an IFR-flight, a minimum altitude which clears the flight path
from all obstacles or any terrain vertically by at least 1,000 ft is required. Whenever cities or
other densely populated areas are overflown, then the minimum vertical clearance shall be
2,000 ft above the highest terrain / obstacle within a radius of 600 mtrs from the aeroplane.
8.1.1.4 MINIMUM ALTITUDES / FLIGHT LEVELS FOR IFR FLIGHTS

The minimum altitude / flight level at which an aeroplane is permitted to fly may be governed by
national regulations, air traffic control requirements, or by the need to maintain a safe height
margin above any significant terrain or obstacle en route. Whichever of these requirements
produces the highest altitude / flight level for a particular route will determinethe minimum flight
altitude for that route.
On IFR-flights, an altitude which clears all obstacles by at least 1,000 ft vertically over terrain
within a radius of 4.3NM (8 km) from the estimated position of the aeroplane. The estimated
position of the aeroplane will take account the navigational accuracy which can be achieved on
the relevant route segment, having regard to the navigational facilities available on the ground
and in the aeroplane.
The procedures outlined in the following paragraphs are to be followed when calculating the
minimum altitude for the safe avoidance of en-route terrain and obstacles.
The Jeppesen Airway Manual displays minimum altitudes as Minimum En-Route Altitude,
Minimum Obstacle Clearance Altitude (MOCA) or Route Minimum Off-Route Altitude (MORA).
For explanation of the symbols associated with these values users should refer to the Jeppesen
Airway Manual.
When calculating the minimum altitude for the safe avoidance of en-route and off-route terrain
and obstacles, the Grid Minimum Off-Route Altitude obtained from the Jeppesen Airway Manual
is to be used.
It is Eurocypria policy that the MEA shall be used as the minimum altitude for both flight
planning and actual flight execution.
Most flight operations will be carried out using the flight level system. The cruising flight levels
to be observed – even or odd levels – are either published in the En-route charts / AIP’s or
assigned by ATC and must meet the ICAO Annex 2 requirements.
 IFR–FLIGHTS (Non RVSM Airspace):

 Magnetic track 000° - 179° = ODD flight levels

8.1 - 5
 with 2,000 ft vertical separation up to and including FL 290 (FL 50, 70, ... 290),
 with 4,000 ft vertical separation from FL 290 and up (FL 290,330,370,... 490,530).
 Magnetic track 180° - 359° = EVEN flight levels

 with 2,000 ft vertical separation up to and including FL 280 (FL 40, 60, ... 280),
 with 4,000 ft vertical separation from FL 280 and up (FL 310,350,390, ...,510, 550).
 IFR–FLIGHTS (Non RVSM Airspace):

 Magnetic track 000° - 179° = ODD flight levels with 2,000 ft vertical separation from
FL 290 up to and including FL 410 (FL 290, 310, 330, 350, 370, 390, 410).
 Magnetic track 180° - 359° = EVEN flight levels with 2,000 ft vertical separation
from FL 300 up to and including FL 400 (FL 300,320, 340, 360, 380, 400).
8.1.1.5 PERFORMANCE CONSIDERATIONS - PERFORMANCE CLASS “A”

AEROPLANES
 GENERAL
In addition to meeting the Minimum Flight Altitude requirements stated above, Eurocypria
aeroplanes are operated to performance Class A standards and must be capable of meeting
the performance requirements listed below.
The performance regulations applicable for Performance Class “A” aeroplanes (all jets and all
other aeroplanes with more than 9 passenger seats or when above 5.7 tonnes) under EU-OPS
1 state as a basic principle, that the flight must be dispatched in such a way that in the event of
an engine failure the aeroplane can clear all obstacles throughout all phases of flight by the
margins prescribed by the regulations. Furthermore the available runway distances such as
TORA (Take-Off Run Available), TODA (Take-Off Distance Available), ASDA (Accelerate Stop
Distance Available) or LDA (Landing Distance Available) shall not be exceeded.
Whenever the runway is wet or contaminated the required corrections shall be applied.
Note 1: Regardless of the weight limits imposed by the available runway length or possible weight limits
caused by obstacles in relation to the Net Flight Path (NFP) and during final climb out, the
weight limits for altitude and temperature (formerly called “WAT – limits”) shall not be exceeded.
Note 2: All type related performance data may be found in the Operations Manual (Part B) (AOM).
CAUTION: Regardless of the Operations Manual (Part B) (AFM / AOM) performance data, a take-off
shall not be made on runways with a reported braking action “POOR” (or a braking
coefficient less than 0.25). The same restriction applies to landing unless justified by
an emergency situation.
As far as the obstacle accountability is concerned, the following items shall be observed:
 NET FLIGHT PATH (EU-OPS 1.495)

Begins at a point 35 ft above the end of the take-off distance and ends at 1,500 ft above the
takeoff surface (or when the final en-route configuration has been reached). Obstacles must be
cleared by at least 35 ft vertically (for horizontal clearance see EU-OPS 1). When calculating

8.1 - 6
the different segments (1 st, 2 nd, 3rd , 4th ) the obstacle data as presented on the “ICAO type A-
obstacle chart” as given for the individual runway and aerodrome in the AIP must be used. As
per ICAO Annex 4, obstacles on the type A chart must be presented if they penetrate an
obstacle slope of 1.2% to the point beyond which no significant obstacles exist, but for a
maximum distance of 5.4 NM (10 km) from the end of the take-off distance available. For
performance reasons all obstacles of each side shall be considered if they are within 90 mtrs on
either side of the extended centreline plus 0.125 x the distance from runway end.
This means that an accurate planning of obstacles is possible only up to a maximum distance
of 5.4 NM (10 km). Since the end of the final climb segment may sometimes be positioned
beyond the 5.4 NM (10 km) distance, other sources must be used to depict any obstacles.
ICAO recommends a type C chart on which all obstacles are required to be given within a
radius of 24.3 NM (45 km) around the aerodrome reference point. Unfortunately this
recommendation is only followed occasionally so that this information / chart is available very
rarely. Jeppesen charts do not show all obstacles.
 STANDARD INSTRUMENT DEPARTURE ROUTES (SID)

SID’s as published by ATC Service are constructed using the procedures outlined under
Document 8168 PANS/OPS. If no special altitudes / levels are promulgated in the SID,
procedures are based on a 2.5% slope plus a safety margin of 0.8% - thus requiring a gradient
of 3.3% to be achieved in the all engine case. The 3.3% slope starts at the end of the TODA
and extends to the point where the SID ends, or to the minimum IFR safe altitude.
It is evident from the above, that the 3.3% (minimum gradient) must also be achieved in case of
an engine failure, unless a contingency procedure (Emergency Turn Procedure) to provide a
safe route, avoiding obstacles is prepared by the Company. If there should be obstacles in the
SID penetrating the 2.5% obstacle identification surface, then a higher climb gradient than 2.5%
+ 0.8% safety margin will be required.
If the aeroplane’s weight, under the actual elevation and temperature conditions, allows a one-
engine out climb gradient of at least 3.3% or more, then the SID could be followed without
problem. If a particular SID specifies a minimum climb gradient greater than 3.3%, then in case
of an engine failure the Emergency Turn Procedure (ETP) established by the Company must be
followed to allow a safe departure.
It is difficult to find maps and charts giving reliable information about obstacles and terrain
elevation. ICAO type C charts would be a reliable source. Alternatively ICAO VFR chars may be
used although not all obstacles are given. Published MSA’s (minimum sector altitudes) for the
relevant sector(s) may occasionally be too conservative.
From the above it follows that the departure briefing must include a discussion of the obstacle
situation along the SID. An ETP may need to be followed in case of an engine failure,
considering obstacles and track guidance aspects.
For aerodromes for which special ETPs are published, the SID’s may be followed only if so
allowed within the engine failure procedure.
 EN–ROUTE / DRIFTDOWN (EU-OPS 1.500)

The SID ends at a point no lower than the MEA. The MEA provides 1,000 ft or 2,000 ft vertical
obstacle clearance (depending on the case) and assures th at COM/NAV signals are adequately
received to ensure track guidance. It is evident from the above that in case of an engine failure
the MEA must be maintained. It is therefore mandatory that a drift down procedure must be

8.1 - 7
established and maintained, in case that the single engine level off altitude for a specific
aeroplane gross weight will be below the MEA.
For depressurisation, it may be necessary to descend below the en-route minimum altitude
determined for normal operation in order to cope with passenger oxygen requirements ( GB
8.8). At any time, the aircraft gross (actual) flight path must clear vertically all the obstacles by
2,000 ft.
 APPROACH / MISSED APPROACH

Unless otherwise indicated in the Operations Manual (Part B)(AOM)., the missed approach
procedures are based on a minimum gradient of 2.5%.
However, airworthiness requirements specify a minimum single engine approach climb gradient
for 2-engine aeroplanes of 2.1% (CAT 1 + Non Precision) and 2.5% (CAT 2/3).
It is therefore recommended, always to observe the CAT 2 gradient requirement of 2.5% unless
otherwise specified in the missed approach procedure.
 LANDING CLIMB
Contrary to all other phases of the flight, an aeroplane on its final landing configuration (with
gear and flaps down for landing), is not expected to demonstrate a one-engine climb out
performance. EU- OPS 1 requires an all-engine climb gradient of 3.2%. In case of a balked
landing, a go-around with one engine failed may only be executed when the aeroplane height is
such as to allow a configuration change from landing climb into approach climb configuration.
 LANDING (EU-OPS 1.515)

Operational rules require, that the actual (unfactored) landing distance be factored by 1.67
(60% for jets). The 60% factor applies for dry runways only.
When dispatching a flight to an aerodrome with a wet or contaminated runway, then the LDA
must be such as to allow a landing with the estimated aeroplane landing weight considering the
60% factor plus a 15% increment for a wet runway. When in flight and prior to commencing
descent, the flight crew must assess the actual runway condition and the forecast for the
expected time of landing.
For landing on a wet or contaminated runway and / or with system failures the longer of the
2 distances shall be used:
a) Dry unfactored distance x 1,67 x 1,15,
or
b) Dry unfactored distance corrected for contamination and / or system failure x 1,15.
 STEEP APPROACH PROCEDURES (App 1 to EU- OPS 1.515(a)(3))

Approach procedures where the GS angle is 4° or higher, require special approval. Apart from
the operational approval, the A/C must also be approved as described in the AFM. ECA does
not currently use steep approach procedures.

8.1 - 8
 ONE ENGINE INOPERATIVE EN-ROUTE FLIGHT PATH: (EU-OPS 1.500)

In the event of the loss of one engine at the most critical point along the route and in the
meteorological conditions expected for the flight, the Net Flight Path must:
a) Have a positive gradient at 1,500 ft above the aerodrome of intended landing after the
engine failure,
and
b) Have a positive gradient at least 1,000 ft above all terrain and obstacles along the route
within 5 NM (9.3 km) on either side of the intended track,
or
c) Permit the aeroplane to continue flight from the cruising altitude to an aerodrome at
which a landing can be made, whilst clearing vertically by at least 2,000 ft all terrain and
obstacles along the route within 5 NM (9.3 km) on either side of the intended track.
The following factors must be taken into account:
a) At altitudes and in conditions requiring ice protection, the effect of their use upon the
net flight path.
b) If the navigational accuracy does not meet 95% containment level, the obstacle width
margin must be increased to 10 NM (18.5 km) each side of track.
8.1.1.6 COMPANY PROCEDURES

 ENGINE FAILURE ON TAKE-OFF
Eurocypria uses the “Flygprestanda” Route Performance analysis for take-off (OM Part B).
For take-off with engine failure, the standard engine failure procedure consists in a straight-out
flight path (extended runway centreline), flown at V2 until reaching the level-off single engine
acceleration and flap retraction altitude.
When the straight out flight path overflies high obstacles which give a penalty to the maximum
RTOW, an Emergency Turn Procedure (ETP) is published and must be followed, which turns
the aeroplane towards an area where obstacles are less restrictive. The turn is computed with
the aeroplane banked at 15 o and flying at V2 speed. The turning point can be defined in various
ways, DME distance, flying over a radio-aid, crossing a radial, or if no fix is available by an
altitude. Beyond the turning point there is an additional safety margin to cater for pilot reaction
time and the time needed to bank the aeroplane. Flight crew must notify ATC that they follow
the ETP.
In order to increase the maximum RTOW on single engine,”VMC Procedure” take-off runway
analysis charts may be available for certain aerodromes. This procedure may only be
conducted when all terrain contours and obstacles are clearly visible by at least one of the flight
crew members. It is assumed that visible reference will be used to maintain the intended track.
 NOISE ABATEMENT (Two engines)
Unless otherwise specified, the standard company procedure is to maintain take-off thrust,
take-off flaps and minimum V2+10 kts speed to 1,500ft AAL. At 1,500 ft AAL climb thrust will be
selected, followed by normal speed and flaps retraction to en-route climb.

8.1 - 9
8.1.1.7 MINIMUM FLIGHT ALTITUDE CORRECTIONS

In order to determine the geometrical altitude of the aeroplane and thus ensure adequate
obstacle clearance, corrections have to be applied when Outside Air Temperature (OAT) and /
or Pressure differ from Standard Atmosphere.
 TEMPERATURE CORRECTION
When the surface ambient temperature en-route is well below the ISA value, the calculated
minimum safe altitudes / heights must be corrected when the OAT is much lower than that
predicted by the standard atmosphere.
The correction has to be applied on the height above the elevation of the altimeter setting
source. The altimeter setting source is generally the atmosphere pressure at an airport, and the
correction on the height above the airport has to be applied on the indicated altitude. The same
correction value is applied when flying at either QFE or at QNH.
1. Low altitude temperature corrections:
a) Approximate correction:
Increase obstacle elevation by 4% per 10°C below ISA of the height above the
elevation of the altimeter setting source or decrease aeroplane indicated altitude
by 4% per 10°C below ISA of the height above the elevation of the altimeter
setting source.
This method is generally used to adjust minimum safe altitudes and may be
applied for all altimeters setting source altitudes for temperatures above -15°C.
b) Tabulated corrections:
For colder temperatures, a more accurate correction should be obtained from the
following table calculated for a sea level aerodrome. It is conservative when
applied at higher aerodrome.
VALUES TO BE ADDED BY THE PILOT TO MINIMUM

PROMULGATED HEIGHTS / ALTITUDES (FT)
Aerodrome Height above the elevation of the altimeter setting source (ft)
Temperature
200 300 400 500 1000 2000 3000 4000 5000
0°C 20 20 30 30 60 120 170 230 290

-10°C 20 30 40 50 100 200 290 390 490
-20°C 30 50 60 70 140 280 430 570 710
-30°C 40 60 80 100 190 380 570 760 950
-40°C 50 80 100 120 240 480 720 970 1210
-50°C 60 90 120 150 300 600 890 1190 1500

8.1 - 10
a) High altitude temperature corrections:

a. Tabulated corrections:
When the surface ambient temperature en-route is well below the ISA value,
Minimum Flight Altitudes must additionally be corrected as follows:
SURFACE AMBIENT TEMPERATURE CORRECTION TO MORA / MOCA
ISA -16OC to ISA -30OC MORA / MOCA plus 10%
ISA -31OC to ISA -50 OC MORA / MOCA plus 20%
ISA -51OC or below MORA / MOCA plus 25%
Note: Rule of thumb for calculating the temperature correction is 1% per 2.5O C difference.
b. Approximate correction:
The graph given hereafter has to be used en-route for high altitude operation.
It does not take into account the elevation of the altimeter setting source. In
theory, this correction applies to the air column between the ground and the
aeroplane. When flying above high terrain, the use of this correction gives a
conservative margin.

8.1 - 11
ALTITUDE TEMPERATURE CORRECTION GRAPH FOR HIGH ALTITUDE USE
40
Altitude (QNH)
C
0°
(1000 ft)
-3
A
IS
°C
30
A
+
IS
A
IS
30
20
10
* This assume a constant ISA

from sea level to aircraft flight level
True Altitude * (1000 ft)

0
10 20 30 40
Example: Given: MEA = FL200 / ISA-30°C.

Find: Minimum FL = 230

8.1 - 12
 WIND CORRECTION
When operating within 20NM of terrain whose maximum elevation exceeds 2,000 ft above
mean sea level, Commanders are to increase the standard Minimum Obstruction Clearance
Altitude/ Minimum Off-Route altitude (MORA / MOCA) by the amounts given in the following
table, according to the wind speed over the route:
TERRAIN WIND SPEED IN KNOTS
Elevation 0 – 30 31 – 50 51 – 70 More than 70
2,000 – 8,000 ft + 500 ft + 1,000 ft + 1,500 ft + 2,000 ft
More than 8,000 ft + 1,000 ft + 1,500 ft + 2,000 ft + 2,500 ft
Note: When a correction is being applied for both wind and temperature, the wind correction should be
applied first.

8.1 - 13
 PRESSURE (QNH) CORRECTION

When flying at levels with the altimeter set to 1013 hPa, the minimum safe altitude must be
corrected for deviations in pressure when the pressure is lower than the standard atmosphere
(1013 hPa).
An appropriate correction is 28 ft per hPa below 1013 hPa.
The following table gives more accurate data. The following correction is to be applied to the
indicated altitude (reference 1013 hPa) to determine the geometrical aircraft altitude.
PRESSURE (QNH) CORRECTION
QNH OF NEAREST QNH OF NEAREST

CORRECTION CORRECTION
STATION STATION
1050 + 1,000 ft 1013 0
1045 + 860 ft 1010 - 80 ft
1040 + 720 ft 1005 - 220 ft
1035 + 590 ft 1000 - 380 ft
1030 + 460 ft 995 - 510 ft
1025 + 320 ft 990 -630 ft
1020 + 180 ft 985 -780 ft
1015 + 50 ft 980 - 920 ft
1013 0 975 - 1,080 ft
Example: Given: Indicated altitude = 20,000 ft, ISA; Local QNH = 995 hPa
Find: Geometrical (true) Altitude = 20000 - 510 = 19,490 ft.
Note: When using the QNH or QFE altimeter setting (giving altitude or height above QFE datum
respectively), a pressure correction is not required.

8.1 - 14
8.1.2 CRITERIA AND RESPONSIBILITIES FOR THE AUTHORISATION

OF THE USE OF AERODROMES
8.1.2.1 USABLE AERODROME

Departure, destination and alternate aerodromes considered to be used for Company
operations must be adequate for the type of aircraft and the operation concerned. Before an
aerodrome is first utilised for Company operations it shall have been approved by Flight
Operations.
As a general policy, an operation to or from an aerodrome will be permitted, only if it is usable,
i.e. the meteorological conditions satisfy the planning minima given in GB 8.1.3.3 for the
expected landing time and meet the approach, runway and aeroplane capabilities and crew
qualifications, associated with the meteorological conditions. Additionally, to operate into a
usable aerodrome, the Company normal operating procedures may be used. Such procedures
must apply to the take-off, approach and landing phases, but also to cover all forms of ground
handling and operation.
In approving an aerodrome for Company operations, the following aspects must be considered:
 Aerodrome dimensions with regard to performance requirements,
 Obstacle situation in the approach, missed approach and departure sectors,
 Approach facilities (electronic and visual aids),
 Local conditions such as special weather situations, night flying restrictions or even
political aspects which might affect operations, and
 Ground service facilities for fuelling, loading, de-icing and anti-icing, fire fighting and
rescue, health, catering, general handling and the availability of police, customs and
immigration authorities.
The Operations Manager may specify criteria to allow automatic approval for certain
aerodromes. They will include:
 Minimum runway length and bearing strength,
 Minimum navigation facilities and procedures,
 Absence of critical obstacles, and
 Minimum ground facilities.
 EXAMPLE
The Operations Manager may specify an automatic approval for any international
aerodrome, approved for CAT 3A Operations with a runway length of more than 2,500
meters as follows:
a) For operations under Instrument Flight Rules, an approved approach procedure
must be available for each destination and alternate aerodrome, with up-to-date
copies of the approach plates available to each pilot.
b) Specific aerodrome operating minima are similarly to be made available to the flight
deck crew. These may be contained in the Operations Manual, Part C or be the
subject of an entry in the Commander‘s flight brief for “one-off ad-hoc aerodromes”,
which the Operations Manual, Part C does not mention.

8.1 - 15
c) Where departure and approach procedures are published, they must be followed
unless deviation is specifically authorised by ATC. When deviating from a published
route full account must be taken of the operating conditions and the minimum flight
altitudes must be observed. If procedures to be used are different to those
published by the State, then these will be detailed in the Commander‘s brief.
8.1.2.2 ADEQUATE AERODROME (EU-OPS 1.220)

An adequate aerodrome is an aerodrome which the Company considers to be satisfactory,
taking account of the applicable performance requirements and runway characteristics. In
addition, it should be anticipated that, at the expected time of use, the aerodrome will be
available and equipped with necessary ancillary services, such as ATS, sufficient lighting,
communications, weather reporting, navigation aids and emergency services.
In particular, an aerodrome is adequate if:
 The available runway length is sufficient to meet aeroplane performance requirements
(required take-off and landing distance).
 Rescue services and Fire Fighting aerodrome category (GB 8.1.2.3) is compatible with
the aeroplane (refer to ICAO Doc 9137 - AN/898 - Part 1, “Airport Services Manual -
Rescue and Fire Fighting”) or derogation is obtained from aerodrome authority.
 The pavement strength is compatible with aeroplane weight (Refer to ICAO Annex 14,
Attachment B, “Aerodrome Design and Operations” and ICAO Doc 9157 - AN/901 -
Part 3, “Aerodrome Design Manual – Pavement”) or derogation is obtained from
aerodrome authority.

8.1 - 16
8.1.2.3 RESCUE SERVICES AND FIRE FIGHTING (RFF)

ICAO-Annex 14 (Chapter 9) specifies the aerodrome requirements for rescue and fire fighting.
Different aerodrome categories are laid down, depending upon:
 The aeroplane’s overall length,
 The maximum fuselage width, and
 The number of movements of individual aeroplane types.
AERODROME MAXIMUM
RFFS AEROPLANE OVERALL LENGTH FUSELAGE
CATEGORY WIDTH
1 Up to 9 mtrs 2 mtrs
2 9 mtrs up to but not including 12 mtrs 2 mtrs
Note: The respective aerodrome category may be found in the AIP and Jeppesen Airway Manual
under AERODROME DIRECTORY.
EUROCYPRIA IS OPERATING B737-800W AIRCRAFT AND THE RFF AERODROME

CATEGORY REQUIRED IS CATEGORY 7.
Note: B737-800w overall length is 39.5 mts.
The following table gives the minimum Aerodrome RFFS according to their use:

8.1 - 17
TABLE FOR MINIMUM RFFS CATEGORY FOR B737 ECA AIRCRAFT
Aerodromes Published Aerodrome RFFS Category

AS SPECIFIED ON THE OFP
Departure and Destination Aerodrome 6

Take off Alternate,
Destination Alternate and Adequate En-route 5
Alternate Aerodromes
NOTE 1: If an individual aerodrome serves more than one purpose, the highest required
category corresponding to that purpose at the time of expected use must be available.
NOTE 2: Selection and specification in the OFP of and aerodrome with RFFS category below
that stated in Table above, requires acceptance by the Authority on a case-by-case basis
NOTE 3: In flight, the commander may decide to land at an aerodrome with lower Category as
specified in table above, if in his judgement and after due consideration of all prevailing
circumstances to do so would be safer than to divert.
The fire fighting and rescue services may be downgraded temporarily for given operating hours.
The Flight Operation Manager may approve a lower required category for special types of
operation such as for ferry flights, or ad-hoc private flights.

8.1 - 18
AERODROME CATEGORISATION FOR FLIGHT CREW COMPETENCE

Procedures and aerodrome category listing for Flight Crew competence qualifications will be
found in the Eurocypria Operations Manual - (Part C) - Route Manual.
Aerodromes for Company operations are categorized in ascending order of difficulty, from
Category A to Category C according to characteristics as listed below. Commanders must
ensure that their aerodrome qualifications fulfil the briefing and / or recency requirements before
operating to Category B or Category C aerodromes.
AERODROME CATEGORY AERODROME CHARACTERISTICS
An aerodrome, which satisfies all of the following requirements:
 An approved instrument approach procedure,

 At least one runway with no performance limited procedure for
take-off and / or landing,
CATEGORY A  Published circling minima not higher than 1,000 feet above
airport level, and
 Night operations capability.
Note: For a small number of Category A aerodromes, an aerodrome
briefing is included in the OM (Part C) - Route Manual to
communicate certain operational information.
An airport, which does not satisfy the Category A requirements

or which requires extra considerations such as:
 Non-standard approach aids and / or approach patterns, or
 Unusual local weather conditions, or
 Unusual characteristics or performance limitations, or
 Any other relevant considerations including obstructions,
CATEGORY B physical layout, lighting etc.
Prior to operating to a Category B aerodrome, the Commander must
be briefed or self -briefed either by means of Company programmed
instruction (slides, pictures, special airport files) or by reference to
the aerodrome briefing contained in OM (Part C) - Route Manual and
should certify on the Journey Log that he has carried out these
instructions.
An airport that requires considerations additional to those for a
Category B airport.
Prior to operating to a Category C airport, the Commander must be
CATEGORY C briefed and visit the aerodrome as an observer and / or be
familiarised in a flight simulator approved by the Authority for that
purpose. The Commander should certify on the Journey Log that he
has operated in a Category C airport.
Note: Operations over routes and areas with special characteristics or requiring particular operating
techniques also require special briefing. Examples of these requirements are flights to

8.1 - 19
Rovaniemi / FINLAND, to countries of ex-Eastern Europe etc. The requirement for

certification of routes or area competence is the same as for aerodromes.
VALIDITY OF AERODROME COMPETENCE QUALIFICATION

The Postholder Flight Operations will certify the Commander’s competence qualification and its
period of validity will be 12 calendar months in addition to the remainder of:
 The month of qualification, or
 The month of the latest operation to that aerodrome.
Aerodrome competence qualification shall be revalidated by operating to the aerodrome within
the period of validity prescribed above.
If revalidated within the final 3 calendar months of validity of a previous aerodrome competence
qualification, the period of validity shall extend from the date of revalidation until 12 calendar
months from the expiry date of that previous qualification.
Note: A list of the aerodrome classifications is given in Operations Manual, PART C

SECTION 5.

8.1 - 20
8.1.3 METHODS FOR THE DETERMINATION OF AERODROME OPERATING MINIMA

(EU-OPS 1.430)
8.1.3.1 GENERAL
Aerodrome Operating Minima and the methods used to determine those minima are described
in this sub-chapter. A primary element is the Aeroplane Approach Category.
The minima given on the next pages represent the absolute lowest minima permissible under
the given conditions. If the minima presented in the Jeppesen Airway Manual, any other
Aeronautical Information Publication or NOTAM or Company Route Manual, etc., are higher,
then those higher minima will apply unless special approval is given by the competent authority
for a particular aerodrome. Minima will further be increased for inexperienced pilots (see GB
5.2.9.1) or for aeroplane or ground equipment failure, or severe turbulence on final approach.
The t erm minima refers to the aerodrome weather conditions and defines the minimum visibility
(horizontal and vertical) prescribed for taking off from, or landing a civil aircraft to this particular
aerodrome.
There are different concepts of minima:
 AEROPLANE CAPABILITY given in the Aeroplane Flight Manual defines the lowest
minima for which the aircraft has been certified.
 AERODROME OPERATING MINIMA noted on the aerodrome chart, established in
accordance with the national authorities of the aerodrome.
 OPERATOR’S MINIMA approved by the national authority of the operator. They are
the lowest minima that the operator is allowed to use on a specified aerodrome. They
cannot be lower than the aeroplane capability and the minima published on the
aerodrome chart except when specifically approved by the national authority of the
aerodrome. These operator's minima are also called "Aerodrome Operating Minima"
by the operator (but with a different meaning than in the previous case).
 CREW MINIMA are the minima that the crew is authorised to operate. They are based
upon the qualification of the flight crewmembers.
8.1.3.2 AEROPLANE CATEGORIES

GENERAL
For approach, aeroplanes are classified in categories, A, B, C, D, and E. The following ICAO
table indicates the specified range of handling speeds (IAS) for each category of aeroplane to
perform the manoeuvres specified. These speed ranges have been assumed for use in
calculating airspace and obstacle clearance for each procedure.
The criteria taken into consideration for the classification of aeroplanes by categories is the
indicated airspeed at threshold (VAT ) in the landing configuration at the maximum certified
landing weight. The VAT (or VREF )is equal to:
V AT = 1.3 X VSO (stalling speed) for conventional aeroplanes, i.e. B737.
V AT = 1.23 X VS1G (stalling speed) for fly-by-wire aeroplanes, i.e. A320.
The aeroplane categories corresponding to VAT values are in the table 2 below:

8.1 - 21
Maximum Speeds
Maximum for MISSED
Range of Range of
AEROPLANE
CATEGOR Y
Speeds for APPROACH

Speeds for FINAL
VAT ( or VREF) Visual
INITIAL APPROACH (kts)
(kts) Manoeuvring
APPROACH Speeds
(CIRCLING)
(kts) (kts) Intermi-
(kts) Final
diate
90 to 150
A Less than 91 70 to 100 100 100 110
(110*)
120 to 180
B From 91 to 120 85 to 1 30 135 130 150
(140*)
C From 121 to 140 160 to 240 115 to 160 180 160 240
D From 141 to 165 185 to 250 130 to 185 205 185 265
E From 166 to 210
* Maximum speed for reversal and racetrack procedures.

The B737 is classified as a “Category C” aeroplane for straight-in approaches.
PERMANENT CHANGE CATEGORY (MAXIMUM LANDING MASS)

a) An operator may impose a permanent, lower, landing mass, and use this mass for
determining the V AT if approved by the Cyprus DCA.
b) The category defined for a given aeroplane shall be a permanent value and thus
independent of the changing conditions of day-to-day operations.
8.1.3.3 PLANNING REQUIREMENETS

The following paragraphs explain the requirements for the availability of destination and
alternate aerodromes for IFR flights.
VFR FLIGHTS (OPS 1.340 (d))
On a VFR flight, where allowed by Eurocypria Operations Manual, take-off shall only
commence when the appropriate weather reports or forecasts or any combination thereof
indicate that the weather conditions en-route, or for that route segment to be flown under VFR,
will be as prescribed in parag. 8.1.4 of this manual for VFR in the respective airspace category.

8.1 - 22
TAKE-OFF ALTERNATES
If the weather at the departure aerodrome is below the applicable operating minima for landing
or performanc e considerations preclude return to the departure aerodrome, then a Take-Off
Alternate must be available.
For an aerodrome to be selected as a Take-Off Alternate, it must be situated within a range of 1
hour flying time from the departure aerodrome at the one-engine-inoperative cruising speed
according to the Aircraft Flight Manual (AFM) in still air standard conditions based on the actual
take off mass. (OPS 1.295 (b)(1)(i))
Meteorological reports and/or forecasts must indicate that the weather at the aerodrome will be
at or above the applicable landing minima for +/- 1 hour of the aeroplane estimated time of
arrival (ETA), and
If only non-precision and/or circling approaches are available, ceiling must be taken into
account, and
Any one-engine inoperative limitations must be taken into account, e.g. loss of CAT 2 or CAT
3 capability. (OPS 1.297(a))
Note: ECA OFP provides space for the commander to nominate a take-off alternate if
conditions necessitate its availability.
DESTINATION AERODROME (OPS 1.297 (b)(1)+(2))
For selection as a destination aerodrome (except isolated destination aerodromes), an
aerodrome must satisfy the following conditions:
1. The appropriate weather reports or forecasts, or any combination thereof, indicate
that, during a period commencing one hour before and ending one hour after the
estimated time of arrival at the aerodrome, the weather conditions will be at or above
the applicable planning minima as follows.
i. For a precision approach, RVR/visibility for the type of approach category and
RW Y to be used
ii. For a non-precision approach or a circling approach, the ceiling at or above
MDA+50ft; OR
2. Two destination alternate aerodromes are selected as per page 8.1-23 of this manual
DESTINATION ALTERNATE AERODROME AND EN-ROUTE ALTERNATE AERODROMES

Depending on the situation, ONE, TWO or NO destination alternate aerodromes may be
required. All required destination alternates must be specified in the Operational Flight Plan
(OFP).
ONE destination alternate must be selected for each IFR flight if the forecast for the destination
aerodrome is at or above the expected operating minima for ETA +/- 1hour,.
At least one destination alternate must be selected, unless
(1) Both
i. The duration of the planned flight from take-off to landing or, in the event of in-flight
re-planning in accordance with the OPS 1.225(d), the remaining flying time to
destination does not exceed six hours; and

8.1 - 23
ii. Two separate runways (OPS 1.192) are available at the destination aerodrome and the
meteorological forecast, for the period from 1 hour before until 1 hour after the expected
time of arrival, at the destination aerodrome the ceiling will be at least 2000ft for circling
height or circling height +500ft whichever is greater and the visibility will be at least 5kms
Or
(2) The destination aerodrome is isolated (OPS 1.295 (c))
Runways on the same aerodrome are considered to be separate runways when:
They are separate landing surfaces which may overlay or cross such that, if one of the runways
is blocked, it will not prevent the planned operation on the other runway, and
Each of the landing surfaces has a separate approach procedure based upon a separate aid.
(OPS 1.192 (j))
TWO destination alternates aerodromes must be selected when the appropriate weather
reports or forecasts or any combination of these for the destination indicate that:
From 1 hour before to 1 hour after the aeroplane’s ETA the weather conditions will be below
the applicable planning minima, (OPS 1.297 (b)); OR
When no meteorological information is available. (OPS 1.295 (d)(1)+(2))
See section 8.1.3.3 for the determination of Aerodrome Operating Minima (AOM).
For selection as a destination alternate or en-route alternate, or isolated, an aerodrome
must satisfy the following conditions: (OPS 1.295 (c))
Meteorological reports and/or forecasts must indicate that the weather at the aerodrome will be
at or above the planning minima specified in the table below for +/- 1 hour of the aeroplane’s
estimated time of arrival.
AVAILABLE TYPE OF
PLANNING MINIMA
APPROACH
CAT 3 CAT 1 Minima (RVR)
CAT 2 CAT 1 Minima (RVR)
CAT 1 Non – Precision; (RVR), ceiling at or above MDH
Non – Precision; (RVR), ceiling at or above MDH

Non – Precision
+200 ft/ +1,000 mtr;
Circling Circling
When two alternates are required because the weather forecast for the destination is below
landing minima, fuel calculation for the alternate aerodrome must be such as to reach the most
distant aerodrome.

8.1 - 24
8.1.3.4 TAKE-OFF MINIMA (APP 1 to OPS 1.430 (old))

RVR / Visibility minima for take-off are as defined in the following table. When the reported
visibility is below that required for take-off and RVR is not reported, or when neither reported
visibility, nor RVR is available, a take-off may only be commenced if the Commander can
determine that the RVR / visibility along the take-off runway is equal to or better than the
required minimum. This may require a runway visit to assess the RVR.
Take-off minima shall be increased whenever there is a special need to see and avoid
obstacles on departure or for other performance requirements.
TAKE-OFF MINIMA FOR ECA B737 AIRCRAFT
RVR/VIS
FACILITIES NOTE1: Reported RVR/VIS value

representative of the initial part of the Take off
run can be replaced by Pilot assessment
NIL RVR 500 m
* Runway edge lighting and/or centreline * RVR 250

marking
Runway edge and centreline lighting RVR 200 m
Runway edge and centreline lighting and RVR 150 m

multiple RVR information The required RVR value must be achieved for
all relevant RVR reporting points with the
exception given in NOTE 1 ABOVE
* For night operations at least runway edge and runway end lights are required and
must be "ON".
• high intensity runway centerline lights must be spaced 15 metres or less and high intensity
edge lights are spaced at 60 m or less – both systems must be in operation -,
• flight crew members have satisfactorily completed a check in a Flight simulator,
• a 90 m visual segment is available from the cockpit at the take-off point, and
• the required RVR value has been achieved for all of the relevant RVR reporting points.
• **** Subject to approval of the Authority. Runway protection has to be provided and
facilities equivalent to Category III are available.

8.1 - 25
RVR VALUES FOR TAKE-OFF

The required RVR values as given in the above table must be available for the take-off run
(except for the initial part which may be based on pilot’s assessment) and for a distance for a
possible accelerate stop case, that is for the Accelerate Stop Distance (ASD). From this
assumption, only that number of RVR values must be at or above those required in the table of
takeoff minima as needed to cover the distance from start of the take-off until the aeroplane
would come to a stop in case of an aborted take-off.
If for instance the runway is 3,000 metres long and the calculated accelerate stop distance is
less than 2,000 metres, only the first two values must be at / or above the RVR limits. The RVR
value for the initial part of the take-off run may be replaced by pilot assessment.
LOW VISIBILITY TAKE-OFF
A Low Visibility Take-Off (LVTO) is a take-off in meteorological conditions with an RVR of less
than 400 mtr. Low visibility procedures (LVP) must be in effect at the relevant aerodrome (see
GB 8.4). If no LVP are established, or LVP are not in force, the lowest RVR authorised for take-
off is 400 mtr.

8.1 - 26
8.1.3.5 AERODROME OPERATING MINIMA (AOM)
8.1.3.5.1 LANDING AT VFR AERODROMES / CIRCLING APPROACHES

VFR aerodrome: VFR operations are only permitted between Larnaca and Paphos aerodromes
and only when the visibility is 5 km or more.
Visual Manoeuvring / Circling Approaches: A manoeuvre initiated by the pilot to align the
aeroplane with a runway for landing when a Straight-in landing from an instrument approach is
not possible or is not desirable. This manoeuvre is made only after ATC authorisation has been
obtained and the pilot has established required visual reference to the aerodrome
Lowest minima to be used by ECA for circling approaches will be:
MDH: 600ft VISIBILITY: 2400mts
Minimum RVR for visual approaches to an IFR qualified RWY is 800 mts
8.1.3.5.2 NON-PRECISION LANDING MINIMA

Non-Precision approach procedures are based on the use of LOC only, VOR, NDB or SRA.
The MDH / MDA and the required RVR / Visibility for a Non-Precision approach should normally
be obtained from the Jeppesen approach chart. In any case the MDH should be the highest of:
The Obstacle Clearance Height (OCH) for the Aeroplane Category,
The system minimum as contained in the table below,
Any State Minima as applicable
FACILITIES LOWEST MDH (ft)
LLZ only 250
SRA (terminating at 1/2 NM) 250
SRA (terminating at 1 NM) 300
SRA (terminating at 2 NM) 350
VOR 300
VOR/DME 250
NDB 300
VDF (QDM + QGH) 300
The required values depend upon the published applicable system whichever is higher.
It is the ECA’s policy to use Jeppessen MDA+50 FOR ALL NON PRECISION APPROACHES.
Furthermore a go/around must be initiated (provided no visual references) at MDA+50 or MAP
whichever comes first.

8.1 - 27
For all non-precision approaches it is also company policy to use the Continuous Descend Final
Approach (CDFA) method with a calculated ROD without levelling off. (OPS 1.430 (d)(2))
VISUAL REFERENCE
No pilot may continue an approach below MDA / MDH, unless at least one of the following
visual references for the intended runway is distinctly visible to and identifiable by the pilot:
Elements of the approach lights system,
• Threshold,
• Threshold marking,
• Threshold lights,
• Threshold identification lights,
• Visual glide slope indicator,
• Touchdown zone or touchdown zone markings,
• Touchdown zone lights,
• Runway edge lights,
• Other visual reference accepted by the authority.
REQUIRED RVR
The required RVR values depend upon:
The published applicable MDH and
The ground facilities, either full facilities, intermediate or basic facilities (depending upon the
length of the approach lighting system).

8.1 - 28
RVR for Non-Precision Approach
FACILITIES REQUIRED WITH ECA B737 AIRCRAFT

FULL FACILITIES INTERMEDIATE BASIC NIL APPROACH
FACILITIES FACILITIES LIGHT
FACILITIES
RUNWAY
MARKINGS X X X X
APPROACH 720 m or more less than 420 m

LIGHTS 420 – 719 m HI/MI _
HI/MI HI/MI
RUNWAYEDGE X X X X*
LIGHTS
THRESHOLD
LIGHTS X X X X*
RUNWAY END
LIGHTS X X X X*
RVR
MDH (ft)
250 – 299 800m 1.200m 1.400m 1.600m
300 – 449 1.000m 1.400m 1.600m 1.800m
450 – 649 1.200m 1.600m 1.800m 2.000m
650 and above 1.400m 1.800m 2.000m 2.000m
LIGHTS MUST BE SERVICEABLE AND "ON" IF REQUIRED

* or: no lights at all for day time operation only
X = Required
-- = Not required
Additional requirements
A max glide slope angle of 4° must not be exceeded unless specially authorized by the
competent authority and when a PAPI is provided (aircraft needs to be certified for steep
approach).
Above figures may either be reported RVR's or met. visibility converted to RVR as in 8.1.3.5.6
For night operations at least runway edge, threshold and runway end lights must be on.
The touch-down zone RVR is always controlling. If reported and relevant (Note A), the midpoint
and stop-end RVR are also controlling. The minimum RVR values for mid-point and stop-end is
150 mts.
NOTE A: “Relevant”, in this context, means that part of the runway used during the high speed
phase of the landing down to a speed of approximately 60 knots.

8.1 - 29
8.1.3.5.3 CAT 1 LANDING MINIMA

A CAT I operation is a precision instrument approach and landing using ILS or PAR with a
decision height not lower than 200 ft and with an RVR of not less than 550 m.
VISUAL REFERENCE – no pilot may continue an approach below the CAT I decision height,
unless at least one of the following visual references for the intended runway is distinctly visible
and identifiable to the pilot:
• elements of the approach light system
• the threshold
• the threshold markings
• the threshold lights
• threshold identification lights
• the visual glide slope indicator
• the touchdown zone or touchdown zone markings
• the touchdown zone lights
• the runway edge lights
RVR for CAT I Approaches
FACILITIES REQUIRED
Intermediate NIL approach

Full facilities facilities Basic facilities light facilities
RUNWAY
MARKINGS X X X X
APPROACH LIGHTS 720 m or more less than 420 m

HI/MI 420-719 m HI/MI HI/MI NIL
RUNWAY EDGE
LIGHTS X X X X*
THRESHOLD
LIGHTS X X X X*
RUNWAY END
LIGHTS X X X X*
DH (ft) RVR RVR RVR RVR

200 550 m 700 m 800 m 1000 m
201 – 250 600 m 700 m 800 m 1000 m
251 – 300 650 m 800 m 900 m 1200 m
above 300 800 m 900 m 1000 m 1200 m

8.1 - 30
*Lights must be serviceable and "ON" for night operations only

Note A: For night operations at least runway edge, threshold and runway end lights must be
"ON".
150 mts.
Note B: “Relevant”, in this context, means that part of the runway used during the high speed
Additional requirements
A max glide slope of 4° must not be exceeded unless specially authorised by the certificating
Authority (aeroplane needs to be certified/approved for a steeper approach).
Above figures may either be reported RVR's or meteorological visibilities converted to RVR (Ref
8.1.3.5.6).

The Decision Height (DH) and Required RVR for CAT 2 and CAT 3 approaches could be
derived using the information and tables below. It is Eurocypria policy though that the minima
for CAT 2 and CAT 3 approaches may only be obtained from the Company Procedures section
in the Jeppesen Charts. Approach and landing is therefore not allowed at aerodromes where
the RVR is such that it would require a CAT 2 or CAT 3 approach and landing, unless the
minima for the respective approach can be found in the Company Procedures section.
A CAT 2 operation is a precision instrument approach and landing using ILS or MLS with:
• A RVR of not less than 300 mtr, and
• A Decision Height below 200 ft and not lower than 100 ft.
The DH shall be not lower than:
The minimum DH specified in the AFM,
The minimum height to which the precision approach aid can be used without the required
visual reference,
The OCH / OCL for the category of the aeroplane,
The DH to which the flight crew is authorised to operate,
100 ft.
VISUAL REFERENCE
No pilot may continue a precision approach CAT 2 below the DH unless following visual
references is attained and can be maintained.
The visual reference must contain:
• A segment of at least 3 consecutive lights being:
• The centre light of the approach lights, or
• Touchdown zone lights, or

8.1 - 31
• Runway centre line lights, or

• Runway edge lights, or
• A combination of these
• And a lateral element of the ground pattern:
• An approach lighting crossbar, or
• The landing threshold, or a barrette of the touchdown zone lighting.
RUNWAY VISUAL RANGE (RVR) FOR CAT II APPROACHES

The minimum RVR is governed by the DH and the approach lighting and runway lighting /
marking available as shown in table below
AUTO-COUPLED TO BELOW DH
DH CAT II RVR REQUIRED
100 – 120 ft 300 m
121 – 140 ft 400 m
141 ft and above 450 m
150 mts.
Note A: “Relevant”, in this context, means that part of the runway used during the high speed

The Decision Height (DH) and Required RVR for CAT 2 and CAT 3 approaches could be
derived using the information and tables below. It is Eurocypria policy though that the minima
for CAT 2 and CAT 3 approaches may only be obtained from the Company Procedures section
in the Jeppesen Charts. Approach and landing is therefore not allowed at aerodromes where
the RVR is such that it would require a CAT 2 or CAT 3 approach and landing, unless the
minima for the respective approach can be found in the Company Procedures section.
A CAT 3 Operation is a precision instrument approach and landing using ILS or MLS.
Category 3 is subdivided in CAT 3A and in CAT 3B.
CAT 3A approach is a precision instrument approach and landing with a Decision Height lower
than 100 ft (30 mtr) and a Runway Visual Range not less than 700 ft (200 mtr).

8.1 - 32
CAT 3B approach is precision instrument approach and landing with no Decision Height or a
Decision lower than 50 ft (15 mtr) and a Runway Visual Range less than 700 ft (200 mtr) but not
less than 250 ft (75 mtr).
ECA IS NOT AUTOHORISED TO PERFORM CAT 3B APPROACHES
For operations in which a DH is used, the DH must not be lower than:
• The minimum decision height specified in the AFM,
• The minimum height to which the precision approach aid can be used without the required
visual reference,
• The decision height to which the flight crew is authorised to operate.
Operations with NO DH may only be conducted if:
• Operation with no decision height is authorised in the AFM,
• Approach aid and aerodrome facilities can support operations with no DH,
• The operator has an approval for CAT 3 operation with NO DH.
VISUAL REFERENCES
For CAT 3A operations, no pilot may continue an approach below DH unless a visual reference
containing at least 3 consecutive lights being:
• The centre line of the approach light, or
• The touchdown zone lights, or
• The runway centre line lights, or
• The runway edge lights, or
• A combination of these is attained and can be maintained.

8.1 - 33
CAT III MINIMA
D.H. * RVR
Approach Category Roll-out
in (ft) (m)
CAT IIIA Less than 100 ft Not required 200 m
* Flight control system redundancy is determined under CS-AWO by minimum certificated

decision height.
150 mts.
Note A: “Relevant”, in this context, means that part of the runway used during the high speed
phase of the landing down to a speed of approximately 60 knots

8.1 - 34
8.1.3.5.6 COVERSION OF MET VISIBILITY TO RVR / CMV

The following table may be used to convert reported meteorological visibility into RVR values
LIGHTING ELEMENTS IN OPERATION RVR = REP. VIS MULTIPLIED BY:
DAY NIGHT
HI approach + runway lighting 1.5 2.0
Any type of lighting installation other than the above 1.0 1.5
No lighting 1.0 N/A
8.1.3.5.7 EFFECT ON LANDING MINIMA OF TEMPORARILY FAILED OR DOWNGRAD-

ED GROUND EQUIPMENT
These procedures / instructions are applicable for dispatch as well as in flight situations. It is not
expected that the Commander consults these instructions after passing the OM or an
equivalent position (from where the approach may need to be abandoned). If failure of ground
equipment, other than the primary approach aid in use, occurs at such a late stage, the
approach may be continued at Commander’s discretion. If failures are known before this stage,
the effect on the approach must be considered by using the following table that means, minima
must be increased and / or relevant procedures must be used.

8.1 - 35
FAILED OR EFFECT ON LANDING MINIMA

DOWNGRADED
EQUIPMENT CAT III A CAT II CAT I NON
PRECISION
ILS stand-by transmitter
Not allowe d No effect
Outer Marker
No effect if replaced by published equivalent position Not applicable
Middle Marker
No effect No effect unless
used as MAPT
Touch Down Zone RVR
assessment system May be temporarily replaced with midpoint RVR No effect
if approved by the State of the Aerodrome. RVR
may be reported by human observation.
Midpoint or Stopend RVR

No effect
Anemometer for runway
in use No effect if other ground source available
Celiometer
No effect
Approach lights
Not allowed for operations Not allowed Minima as for nil facilities
with DH >50 ft
Approach lights except
the last 210 m No effect Not allowed
Approach lights except
the last 420 m No effect Minima as for intermediate facilities
Standby power for

approach lights No effect
Whole runway light

system Not allowed Minima as for nil facilities – day only
Edge lights
Day only – Night (not allowed)
Centreline lights (CL)
RVR 300 m – day only RVR 300 m – No effect
day 550 m –
night
CL lights spacing
increased to 30 m No effect
Touch Down Zone lights

RVR 300 m – day550 m – night No effect
Standby power for

runway lights Not allowed No effect
Taxiway light system

No effect -except delays due to reduced movement rate

8.1 - 36
8.1.3.5.8 AERODROME OPERATING MINIMA FOR COMMANDERS WITH

INSUFFICIENT EXPERIENCE ON TYPE
For commanders with insufficient experience, “restricted captains” refer to 5.2.9.1
8.1.3.5.9 AUTOLAND SUCCESS CRITERIA

When an autoland is attempted, crews should record the success of the approach and landing
on the Journey Log, based on the following criteria:
APPROACH:
 From 500 ft to start of flare:
- speed is maintained within +/- 5kts disregarding rapid fluctuations due to
turbulence.
- no relevant system failure occurs.
 From 300 ft to DH:
- no excessive deviation occurs.
- no centralized warning gives a go-around order.
LANDING:
 No system failure occurs
 No flare failure occurs
 No de-crab failure occurs
 Mainwheel touchdown occurs between 150m and 750m from runway threshold,
assuming a normal GS antenna location
 Nosewheel touchdown occurs 8m of runway centreline
 To uchdown vertical speed does not exceed 360 ft/min
 Bank angle at touchdown does not exceed 7 degrees
 Pitch angle does not exceed to maximum value for a safe tail clearance
 Rollout lateral deviation does not exceed 8m
 No rollout failure occurs
Note: When the approach and landing are considered unsatisfactory, commanders should
report the details on the comments column of the autoland part of the journey log.

8.1 - 37
8.1.4 EN-ROUTE OPERATING MINIMA FOR VFR FLIGHTS AND

VFR PORTIONS OF A FLIGHT
Eurocypria policy allows the conduct of VFR Flights only between Larnaca and Paphos
Aerodromes.
VFR flights shall not be commenced unless current meteorological reports or a combination of
current reports and forecasts indicate that the conditions along the route or along that part of
the route to be flown under VFR are, and will continue to be such as to make it possible for the
flight to be conducted in accordance with VFR and the proposed cruising altitudes, the requisite
visibility and clearances from cloud can be maintained.
The following meteorological conditions must be met:
 No VFR flight shall be commenced unless it can be ascertained from the latest
available weather information that the visibility throughout the flight will be 8 Km.
 VFR flights shall be carried out with permanent surface visual contact.
The minimum horizontal distance from clouds will be 1.5 Km and the minimum vertical distance
will be 1,000ft.
Note: No flight shall begin before sunrise (SR) or end after sunset (SS), except that visual
approaches and landings may be carried out in this period if so allowed by the relevant ATC
unit.
8.1.5 PRESENTATIONS AND APPLICATION OF AERODROME AND

EN-ROUTE OPERATING MINIMA
The Aerodrome Operating Minima will be obtained according to the procedures described in
8.1.3. The Commander may nevertheless elect to operate to higher minima if he considers that
under the circumstances of the flight, to do otherwise might compromise the safety of the
aeroplane or its passengers.
It is the Commander’s responsibility that these minima are observed.
8.1.6 INTERPRETATION OF METEOROLOGICAL INFORMATION
The information provided in the Operations Manual (Part C) (Jeppesen Airway Manual &
AERAD) section «METEOROLOGY», highlights the different weather reports and their
interpretation.
The following additional rules shall be applied:
For planning purposes an aerodrome shall be considered to be below minimum if:
The RVR or meteorological visibility is below the applicable minimum, or
The ceiling or vertical visibility is below the applicable Decision Height for CAT 1 (for CAT 2 the
ceiling / vertical visibility may be disregarded) or Minimum Descent Height, or
The steady crosswind component exceeds the prescribed limitations.
Whenever a forecast contains meteorological conditions indicating «below minimum» at ETA,
which is prefixed, by BECMG or TEMPO, the aerodromes shall be considered below minimum.
Conditions prefixed by PROB, either used alone or in combination with the prefix TEMPO, may
be considered whenever judged operationally significant.

8.1 - 38
8.1.6.1 EN-ROUTE METEOROLOGICAL DATA

Meteorological charts are issued four times a day at fixed intervals 00:00, 06:00, 12:00 and
18:00 UTC and are normally available at least 9 hours before such times.
WIND CHARTS
Usually the following wind charts are available and shell be used to determine the wind en-route
and to the alternate(s)
Pressure Surface Approx. Altitude Flight Level
700 hPa 9.900 feet 100
500 hPa 18.300 feet 180
400 hPa 24.000 feet 240
300 hPa 30.100 feet 300
200 hPa 38.700 feet 390
SIGNIFICANT WEATHER CHARTS

They usually cover two layers, between:
FL 100 – FL 250
and
FL 250 – FL 450
Such charts may show, as appropriate to the flight, significant en-route weather phenomena
such as:
• Thunderstorms,
• Tropical cyclones,
• Severe squalls,
• Moderate or severe turbulence,
• Moderate or severe icing,
• Type of clouds, particularly cumulonimbus type clouds,
• Surface position of convergence zones,
• Surface position of frontal systems,
• Tropopause height,
• Jetstreams,
• Information on the location and times of volcanic eruptions.
These charts shall be used to determine hazardous weather conditions en-route and to check
route planning.

8.1 - 39
8.1.6.2 AERODROME METEOROLOGICAL DATA

METARS and TAFS are produced by aerodrome meteorology offices and used by
Commanders to decide whether actual / forecast conditions would allow safe landing within the
permitted aerodrome operating minima.
METARS (Aviation routine weather reports), are compiled half–hourly or hourly and usually
contain the following coded information:
Type or report (METAR or SPECI / special report),
ICAO station identifier,
time of observation,
wind direction (usually in degrees true, occasionally, e.g. in Germany, in degrees magnetic) and
speed (Kts or km/h),
G (gusts,)
RVR – if visibility is less than 1,500 mtr,
weather phenomena (if any),
clouds in six character groups. The first three characters indicate the cloud amount,
FEW = 1 to 2 oktas
SCT (scattered) = 3 to 4 oktas
BKN (Broken) = 5 to 7 oktas
OVC (overcast) = 8 oktas
SKC = Sky clear
In some countries the cloud amount may still be given in oktas instead of FEW, SCT, BKN,
OVC.
The next three characters indicate the cloud layer in hundreds of feet above aerodrome level,
CB (cumulonimbus) or TCU (towering cumulus), if any,
temperature and dew point (T, DT),
QNH,
supplemental information – if applicable – such as recent weather, windshear,
Trend:
BECMG (..becoming..) indicates an expected permanent change,
TEMPO (..temporarily..) indicates a temporary fluctuation of weather conditions,
PROB (..probably..) indicates a probable (given in percent) change
AT a specific time,
FM from ...,
TL until ...,
CAVOK if visibility is 10 km or more, it no clouds are reported/expected below 5,000 ft and no
thunderstorm, or precipitation is reported or expected,

8.1 - 40
SKC sky clear,

NSC no significant clouds,
NSW no significant weather.
The TAF (Terminal / Aerodrome Forecast) is usually valid for a period of not less than 9 hrs but
no more than 24 hrs. Routine aerodrome forecasts valid for less than 12 hours, all others every
6 hours.
The structure is similar to the METAR but lists forecast weather conditions.
8.1.6.3 NON-ROUTINE AERONAUTICAL INFORMATION

The following «non-routine» meteorological information are provided when applicable:
as a SPECI, a special report amending a METAR,
amended TAF’s,
SIGMET (significant meteorological reports) when significant as phenomena occur,
Aerodrome Warnings, such as microburst or windshear.
REMARKS
Full details of WX-reports and meteorological data presentation are available in the Operations
Manual (Part C) (Jeppesen Airway Manual & AERAD) under section «METEOROLOGY». The
above mentioned information shall only be considered as an excerpt.

8.1 - 41
8.1.7 DETERMINATION OF THE QUANTITIES OF FUEL, OIL AND WATER METHANOL

CARRIED
It is Eurocypria Airline’s policy to plan on the basis of minimum cost. It is the Commander’s
responsibility to ensure that sufficient fuel is carried to operate the aeroplane safely in
accordance with Eurocypria Airlines procedures.
8.1.7.1 FUEL PLANNING

A Commander shall not commence a flight unless he is satisfied that the aeroplane carries at
least the planned amount of fuel and oil to complete the flight safely, taking into account the
expected operating conditions. The Commander has the prerogative to carry extra fuel for
operational reasons, adverse weather, delays and for commercial reasons such as tankering for
economy or shortage.
Based on the appropriate consumption figures for the stage of flight as contained in the
Operations Manual (Part B) (AOM / AFM) for the specific aeroplane type or, where indicated
data from the Company fuel consumption monitoring programme (see Note), the fuel on board
at the start of each flight must be sufficient to cover the elements listed in the following
paragraphs.
The Company Fuel Consumption and Monitoring Programme (FCMP) is approved by the
Authority and has been established to monitor the fuel consumption on each individual route /
aeroplane combination. Data so obtained, apart from other applications within the Company,
can also be used to provide a statistical analysis for calculating contingency fuel for particular
route and aeroplane combinations.
8.1.7.2 FUEL REQUIRED FOR FLIGHT (OPS 1.255 (c) and Appendix 1 to 1.255)
The usable fuel required for a flight during pre-flight calculations shall include:
1) TAXI FUEL:
The total amount of fuel expected to be used prior to take-off including allowances for operation
of ice protection systems and APU.
2) TRIP FUEL:
To include:
a) Take-off and climb to initial cruising level/altitude, taking into account the expected departure
routing,
b) Fuel from top of climb (TOC) to top of descent (TOD), including any step climb / descent,
c) TOD to initial approach point, taking into account the expected arrival routing and procedure,
and
d) Approach and landing at destination.

8.1 - 42
3) RESERVE FUEL CONSISTING OF

1. CONTINGENCY FUEL:
At the planning stage not all factors, which could have an influence on the fuel used to
the destination aerodrome can be foreseen. Consequently, contingency fuel is carried to
compensate for items such as:
Deviations of an individual aeroplane from the expected fuel consumption data,
Deviations from forecast meteorological conditions, and
Deviations from planned routings and/or cruising levels / altitudes.
Following the introduction of a new type of aeroplane, a higher percentage of
contingency fuel will be required until such time as it is considered that the Company
Fuel Consumption and Monitoring Programme (FCMP) can predict fuel consumption
accurately. Flight Crew will be informed by Operations accordingly.
The contingency fuel must be the higher of (i) or (ii) below:
(i) 5% (10% following the introduction of a new aeroplane) of the planned trip fuel or, if
in-flight replanning, of the trip fuel for the remainder of the flight,
or
(ii) Fuel for 5 minutes holding at 1,500 ft above the destination aerodrome in ISA
conditions.
2. ALTERNATE FUEL :
To include:
i. A go-around from the applicable MDA / DH at the destination aerodrome to
missed approach altitude, taking into account the complete missed approach
procedure; and
ii. Climb from missed approach alti tude to cruising level altitude, taking into
account the expected departure routing; and
iii. Cruise from TOC to TOD, taking into account the expected routing; and
iv. TOD to initial approach point taking into account the expected arrival routing
and procedure, and
v. Approach and landing at the destination alternate aerodrome.
It is Eurocypria policy to use the nearest destination alternate when fuel planning,
unless operational circumstances preclude doing so.
If two destination alternates are required in accordance with Pg. 8.1-23 of this manual
then alternate fuel must be sufficient to cover the case of the alternat e requiring the
greater amount of fuel.
The departure aerodrome may be selected as a destination alternate.
3. FINAL RESERVE FUEL:
Which must be sufficient for 30 minutes holding at 1,500 ft above aerodrome elevation
in ISA calculated with the estimated mass on arrival at the destination alternate
aerodrome or the destination aerodrome, when no alternate aerodrome is required.

8.1 - 43
4. ADDITIONAL FUEL:
The minimum fuel shall permit:
a) The aeroplane to descend as necessary and proceed to an adequate alternate
aerodrome in the event of engine failure or loss of pressurization, which ever requires
the greater amount of fuel based on the assumption that such a failure occurs at the
most critical point along the route, and
i. Hold there for 15 minutes at 1500 ft aal in ISA conditions; and
ii. Make an approach and landing, and
except that additional fuel is required if the amount of fuel calculated in accordance with
paragraph 2 and 3 (trip fuel + reserve fuel) is not sufficient for such an event; and
b) Holding for 15 min at 1500ft above destination aerodrome elevation in ISA conditions,
when a flight is operated without a destination alternate aerodrome.
4) EXTRA FUEL:
The decision to carry extra fuel is at the discretion of the Commander. Reasons for carrying
extra fuel include adverse weather, expected ATC delays and high cruise Mach No. to reduce
delays. When extra fuel is carried, the reason for this should be indicated on the OFP.
TANKERING
It is Eurocypria policy to tanker fuel where an economic benefit can be achieved. Refer to
Operations Manual (Part B) (AOM) for an accurate amount of fuel to be tankered.
The Commander may also be asked to tanker fuel where there are fuel shortages or for other
operational reasons. In all cases the following points should be borne in mind before tankering:
Consider landing weight restrictions,
If take-off or landing is anticipated on a contaminated or icy / slippery runway, tankering solely
for economic reasons must not be considered,
Consideration should be given to the formation of wing ice in the vicinity of the fuel tanks.
Factors affecting wing ice are as follows:
• Temperature of uplifted fuel,
• Outside Air Temperature (OAT) at departure aerodrome,
• OAT at cruise altitude and the length of flight (fuel temperature may fall below 0o C,
• OAT at destination aerodrome, especially if the relative humidity is high.
It has been determined that “warm fuel” uplifted at destination will normally have the effect of
agitating the fuel in the warm tanks. This should melt accumulations of ice and prevent the
formation of further ice during the turn around, provided the arrival fuel load is a maximum of
2,000 kg in each wing.
Fuel may be tankered on night stopping aeroplane, but if overnight frost or freezing conditions
are anticipated, consideration should be given to the likely effect that precipitation or high
relative humidity would have on cold wings.

8.1 - 44
ICING CONDITIONS IN FLIGHT

If the weather forecast indicates that the aeroplane may spend an appreciable time in icing
conditions, additional fuel may be l oaded to cover the extra amount that will be burned with
engine anti-ice (EAI) and/or wing anti-ice (WAI) ON. For EAI plan on 50 kg/hr (B737); for EAI
and WAI 150 kg/hr (B737).
PROLONGED APU USAGE
If it is likely that the APU will be used in the air or wil l be used for a prolonged period on the
ground and it is felt that the extra fuel burned will be significant, then additional fuel should be
loaded. For APU use during flight plan on 50 kg/hr (B737); for APU use on the ground plan on
105 kg/hr (B737).
8.1.7.3 DECISION POINT PROCEDURE

When a flight cannot depart with the total fuel calculated in accordance with the normal
planning formula, despatch may be achieved by nominating a suitable aerodrome en-route as
the destination (en-route alternate), with the intention of obtaining reclearance in flight to
the desired destination. For the flight to continue to the desired destination, the Commander
needs to be satisfied at the time of reclearance, that the fuel on board when passing over or
abeam the nomi nated aerodrome en-route is sufficient to satisfy the normal planning formula
from that point to the original desired destination, i.e. as in GB 8.1.7.2 above.
The nominated destination aerodrome (en-route alternate) needs to be both suitable (i.e. as in
paragraph 8.1.2) and available and the weather forecast needs to be satisfactory for landing,
i.e. as required by GB 8.1.3.1.
The nominated destination aerodrome should be located within a circle having a radius equal to
20% of the total flight distance, the centre of which lies on the planned route at a distance from
the destination of 25% of the total flight plan distance, or 20% of the total flight plan distance
plus 50nm, whichever is greater.
EXAMPLE:
Airways route distance 1850 NM; Thus: circle radius 370 NM, centred on a point 462 NM from
the destination.
When this procedure is necessary and a flight is planned to a destination aerodrome via a
reclearance decision point en-route, the fuel required is the greater of a) or b) below:
a) The sum of:
• Taxy fuel,
• Trip fuel to the desired destination aerodrome, via the decision point,
• Contingency fuel of not less than 5% (10% following the introduction of a new aeroplane) of
the estimated fuel used from the decision point to the desired destination aerodrome,
• Alternate fuel, if a destination alternate is required,
• Final reserve fuel,
• Additional fuel, if required, and
• Extra fuel, at the discretion of the Commander.
or,

8.1 - 45
b) The sum of:

• Taxy fuel,
• Trip fuel to the nominated destination (en-route alternate) via the decision point,
• Contingency fuel of not less than 3% (6% following the introduction of a new aeroplane) of
the estimated trip fuel from the departure aerodrome to the nominated destination,
• Nominated destination alternate fuel, if one is requir ed,
• Final reserve fuel,
• Additional fuel, if required, and
• Extra fuel at the discretion of the Commander.
8.1.7.4 ISOLATED AERODROME PROCEDURE

When planning to an isolated aerodrome for which an alternate does not exist the fuel required
is the sum of:
• Taxi fuel,
• Trip fuel,
• Contingency fuel in accordance with GB 8.1.7.2 c),
• Final reserve which will not be less than fuel to fly for 2 hours after arriving overhead the
destination aerodrome, calculated with the normal cruise consumption,
8.1.7.5 PREDETERMINED POINT PROCEDURE

When planning to a destination alternate where the distance between the destination
aerodrome and the destination alternate is such that a flight can only be routed via a
predetermined point to one of these aerodromes the fuel required is the greater of (a) or (b)
below:
The sum of:
• Taxi fuel,
• Trip fuel to the destination aerodrome via the predetermined point,
• Additional fuel if required, but not less than that in GB 8.1.7.4,
Extra fuel, at the discretion of the Commander.
or,
• The sum of:
• Taxi fuel,
• Trip fuel from the departure aerodrome to the alternate aerodrome, via the predetermined
point,

8.1 - 46
• Additional fuel if required, but not less than fuel for 30 minutes hold at 1,500 feet in ISA
including Final Reserve fuel, and
8.1.7.6 FUEL CONSERVATION POLICY

As a temporary fuel conservation policy and after examining actual fuel burns on a number of
sectors, the following suggestions and guidelines will help crews understand and contribute
towards a more fuel efficient operation:
1) Pay more attention to the tankering procedures as per our SOP’s.
2) Aim to arrive at LCA or PFO with a Total FOB Quantity in the range of 2,300-2,500 kgs
during day and 2,700-3,000 kgs during night.
3) Do not be reluctant to uplift fuel with a hundredth quantity digit instead of rounding-up to the
next nearest 500 or 1000 kgs (i.e. 13,300 or 12,600).
4) Use CI 35 in the FMC. A cruise Mach Number closer to 0.785 is calculated.
5) After landing, delay APU start as long as possible. Comply with Boeing recommendation
that the APU should be operated for one minute before using as a bleed air source.
6) Pay particular attention to your TOD calculation, aiming to have the engines idle thrust as
long as possible during the descend phase. A fuel efficient descend is the one where thrust
remains idle throughout the descend and approach power i s added at approximately 1,000-
1,500 feet agl.
7) The commander may deviate from the above recommendations of he considers it necessary
for the safety of the flight (i.e. adverse weather known ATC delays, technical etc).
8.1.7.7 OIL
Before each flight, the Commander must physically check that the engine oil quantity as
indicated on the flight deck engine oil gauges, is sufficient to cover the same elements as those
for fuel. For the calculation of the minimum oil required for the flight, the relevant formula in the
Operations Manual (Part B) (AOM) is to be used. The Commander must also ensure that
between flights no excess oil consumption has taken place.
Oil quantity checks must be performed more frequently if:
Any flight deck engine oil quantity gauge is unserviceable or appears to be misreading,
Oil consumption rates are high or close to the manufacturer’s limitations,
Operation within the MEL limitations for any engine defect.
The Boeing Maintenance manual definition of “Physically Check” states that checking the oil
quantity indications in the flight deck satisfies the requirement for a “physical” check, i.e. there is
no requirement to check the oil tank mounted sight gauge.
8.1.7.8 WATER METHANOL

Not applicable.

8.1 - 47
8.1.7.9 MAINTENANCE OF FUEL AND OIL CARRIAGE AND CONSUMPTION

RECORDS
Fuel records will be passed to Operations Control by the Flight Crew in the Flight Envelope.
Operations Control personnel will input these records in the Resource Management System.
Fuel records will also be maintained with the rest of the flight paperwork and technical log
sheets at Operations Control.
Oil carriage and consumption will be recorded in the technical log and preserved with same.
8.1.8 MASS AND CENTER OF GRAVITY
8.1.8.1 DEFINITIONS
DRY OPERATING MASS (DOM)
The total mass of the aeroplane ready for a specific type of operation, excluding all usable fuel
and traffic load.
The DOM includes:
Crew and crew baggage,
Catering and removable passenger service equipment,
Potable water and lavatory chemicals,
Special emergency equipment as required for the route(s),
Cabin service equipment such as newspapers, pillow, blankets, etc.
From the above it follows that different DOMs may be published in the AOM for different crew,
catering or emergency equipment versions.
DRY OPERATING INDEX (DOI)
The applicable index on the aeroplane index system corresponding to the specific DOM.
MAXIMUM ZERO FUEL MASS (MZFM)
The maximum permissible mass of an aeroplane with no usable fuel. The mass of the fuel
contained in particular tanks must be included in the ZFM when it is explicitly mentioned in the
Aeroplane Flight Manual limitations.
MAXIMUM (STRUCTURAL) LANDING MASS (MLM)
The maximum permissible total aeroplane mass upon landing under normal circumstances.
This is the maximum structural limit and must not be mistaken with the “Maximum Allowed
mass for Landing” which also considers any additional performance limitations.
MAXIMUM (STRUCTURAL) TAKE-OFF MASS (MTOM)

The maximum permissible total aeroplane mass at the start of the take-off run. This is the
maximum structural limit and must not be mistaken with the “Maximum Allowed mass for
Take- Off which also considers any additional performance limitations for a particular route.
MAXIMUM APPROVED PASSENGER SEATING CONFIGURATION

8.1 - 48
The maximum passenger seating capacity of an individual aeroplane, excluding pilot seats or
flight deck seats and cabin crew seats as applicable, used by the operator, approved by the
Authority and specified in the AOM.
TRAFFIC LOAD (TL)
The total mass of passengers, baggage and cargo including any non-revenue loads.
PAYLOAD (PL)
The total mass of the revenue load (passengers, cargo or mail).
LAST MINUTE CHANGE (LMC)
A late change / amendment to the mass and balance sheet which does not require the
preparation of a new mass and balance sheet if the changes / amendments to the existing
mass and balance sheet do not exceed the limits specified in the AOM.
CERTIFIED CENTRE OF GRAVITY LIMITS (CG)
These are the CG limits the aeroplane was certified with. Making full use of the certified limits
would assume, that the centre of gravity was correctly computed without any errors.
OPERATIONAL CENTRE OF GRAVITY ENVELOPE
This is the operational centre of gravity envelope which further restricts the certified centre of
gravity envelope to compensate for errors such as the differences between assumed passenger
mass and actual mass, use of one common moment – arm for several seat rows, deviations in
the distribution of baggage / cargo / mail in the various compartments, inaccuracies in the
actual mass of baggage, deviation caused by gear and/or flap positions, in flight movements of
passengers, cabin crew and pantry equipment (trolleys), deviation in fuel distribution etc. The
operational centre of gravity envelope must never be exceeded unless authorised by the Flight
Operations Department for special flights.
FLEET DOM / DOI
For a group or groups of aeroplane of the same type and version fleet DOMs / DOIs may be
published provided the aeroplane in this group meet the requirements of the permitted
tolerances for the weights and the centre of gravity as per EU-OPS 1 / 1.605 / Appendix 1 (a)
(2) (ii).
HOLIDAY CHARTER
A charter flight solely intended as an element of a holiday travel package is a flight where the
entire passenger capacity is hired by one or more charter(s) for the carriage of passengers who
are travelling, all or in part by air, on a round or circle trip basis for holiday purposes. Categories
of passengers such as Company personnel, tour operator‘s staff, representatives of the press,
JAA / Authority officials etc. can be included within the 5% alleviation without negating the use
of holiday charter weight values.
PASSENGER CLASSIFICATION
 ADULTS: male and female, are defined as persons of an age of 12 years and above,
 CHILDREN: are defined as persons of an age of 2 years and above but who less
than 12 years are,
 INFANTS: are defined as persons who are less that 2 years of age.

8.1 - 49
8.1.8.2 COMMANDER’S RESPONSIBILITY

The commander is legally responsible for satisfying himself that the loading I s correctly and
safely distributed and properly stowed and secured.
He must check and sign the load sheet and trim chart before departure, checking that sufficient
fuel and oil of the correct grade are on board, and satisfying himself that the load sheet
accounts for all the items referred to below:
a) As it is impracticable for him to check every detail, he may assume:
 That the aeroplane mass schedule showing the basic mass and index of the empty
aeroplane is correct,
 That cargo has been correctly weighted and that correct passenger weight allowance has
been made,
 That the load has actually been loaded in accordance with the load sheet and trim chart,
 That the trim of the aeroplane loaded, is in accordance with the combined load sheet and
trim chart and within the indicated limits.
(b) Where the trim charts contain restrictions on passenger seating, the restrictions are
intended to apply throughout the flight and not merely for take-off and/or landing.
(c) The Commander must ensure the Cabin Crew are aware of any restrictions that
apply before T/O and must receive the SCCM’s confirmation that the passengers are seated in
accordance with the required conditions and seat allocation.
(d) Detailed information on the completion of load sheets and trim charts is given in this
Chapter.
8.1.8.3 CORRECTION OF LOADING ERROR
(a) Loading control staff are instructed that he Commander is to be informed at once (via
company frequency, ground engineer’s headset or ATC), if after aeroplane doors
have been closed either a loading irregularity or any of ht e following load sheet or
trim chart errors is found:
 The maximum authorised T/O Mass for the flight is exceeded.
 The maximum authorised ZFM for the flight is exceeded.
 The maximum permissible weight in the cargo holds or in a particular hold is
exceeded.
 There is a T/O Mass error of 500 kgs or more, whether or not any of the above limits
has been exceeded.
(b) The commander must decide that corrective action, if any, is to be taken. If he
decides to abort the flight, all documents must be amended by Ground Operations
staff and counter signed by the Commander. If any of the limits in Para 8.1.8.1(a)
has been exceeded, the Commander must raise an Air Safety Report.
(c) Corrections to the originating station and Cabin Crew copies of load sheet and trim
chart are only permissible when the Commander’s copy has been altered, by the
same person at the same time.

8.1 - 50
(d) The Commander must ensure that, following any instance of apparent trim
discrepancy at any phase of the flight, no removal of baggage, cargo and mail shall
be permitted at destination before a thorough check is carried out.
8.1.8.4 METHODS, PROCEDURES AND RESPONSIBILITY FOR PREPARATION AND

ACCEPTANCE OF THE MASS AND BALANCE SHEET
A mass and balance document must be prepared in triple for each commercial air transport
flight. One copy is to be carried on the aeroplane and the other, as accepted by the
Commander, must remain available at the departure station for at least 3 day s.
The document may be in any format (manual or computerised) approved by the Authority to
establish the aeroplane’s mass and centre of gravity. It must contain details of the mass and
disposition of all loaded items, including fuel, and must indicate whether standard or actual
mass values have been used. Where the Authority has allowed the use of a standard load plan,
details must be included together with additional limitations on the permissible range of C of G
travel on which the standard plan is based.
The document, prepared and produced by the Handling Agent or the Pilots, must contain the
name of person who prepared it and the loading supervisor must confirm by signature that the
load and its distribution are as stated.
The mass and balance document must be acceptable to and countersigned by the aeroplane
Commander. He must be informed of any late changes and the details entered in the “Last
Minute Changes” box of the original and the two copies of the mass and balance document.
CAUTION: SCCM’s must check that passenger allocation in the cabin is in agreement with the
load sheet. This should be reported to the Captain together with the report for correct number of
pax on board with the wording:
“XXX PASSENGERS ON BOARD, DISTRIBUTION CORRECT”.

8.1 - 51
8.1.8.5 PASSENGER AND BAGGAGE WEIGHT

On certain aeroplane types and routes, Commanders are authorised to accept load sheets
calculated using standard passenger weights. However, a Commander may request that actual
weights of baggage and passengers are to be used if he considers it necessary for flight safety.
Standard weights shall be used for hold baggage on all flights unless otherwise stated.
8.1.8.6 STANDARD MASS VALUES (EU - OPS 1.620)

The following standard mass values shall be used for Eurocypria operations
Mass values for passengers (including hand baggage) Table A
Standard Masses (1) Alternative Masses (1)

Passenger Seats 20 and more 30 and more
Male Female All Adult
All flights except holiday charters 88 kg 70 kg 84 kg
Holiday charters (2) 83 kg 69 kg 76 kg
Children (2 yrs to 12 yrs) 35 kg 35 kg 35 kg
Infants 0 0 0
Note 1: Under normal conditions the "Male, Female" splitted values shall be used. Since the
seating capacity of all Eurocypria airplanes is more than 30 seats, as an alternative the "All
Adult" value may be applied.
Note 2: For the purpose of this table, "holiday charter" means a flight solely intended as an
element of a holiday travel package.
Note 3: On any flight identified as carrying a significant number of passengers whose masses,
including hand baggage, are expected to exceed the standard passenger mass, the actual
mass of such passengers shall be determined by weighing or by adding an adequate mass
increment. The increment will be determined according to circumstances and agreed by the
commander. Same will apply for flights where the checked baggage is expected to exceed the
standard weights.

8.1 - 52
Mass values for checked baggage (1) Table B
Type of Flight
Baggage Standard Mass
Domestic (2) 11 kg
Within the European Region (3) 13 kg
Intercontinental (4) 15 kg
All Other 13 kg
Note 1: The actual mass of checked baggage determined by weighing is to be used. If

weighting is not available, standard mass value as indicated above shall be used.
Note 2: For the purpose of this table, domestic flight means a flight with origin and
destination(s) within the borders of one state.
Note 3: Flights within the European region means flights, other than Domestic flights whose
origin and destination are within the area defined in section 1 paragraph 1.8 of this manual.
Note 4: Intercontinental flight, other than flights within the European region means a flight with
origin and destination in different continents.
Mass Values for Crew Table C
Crew Position Standard Mass Including Hand Baggage
Flight Crew 85 kg
Cabin Crew 75 kg
Note: Any additional baggage must be taken into account.
8.1.8.7 LAST MINUTE CHANGES PROCEDURE

As explained in the definition, last minute changes to the load and trim chart are only permitted
if the changes of the load, either plus or minus, are within the limits permitted in the AOM of the
type concerned. The changes have to be entered into the mass and trim chart into the “LMC”
boxes. In exceptional cases, i.e. short of time, changes may be relayed to the Commander via
radio or the ground service interphone. The flight deck crew and ground staff amend their
copies accordingly. The load message sent to the destination must contain the corrected figure
of passengers, cargo, baggage or catering loads.
NOTE: A new load sheet and trim chart must be prepared for any payload LMC if greater than ±
500 kgs. LMC’s for fuel loads are not accepted.

8.1 - 53
8.1.8.8 SPECIFIC GRAVITY OF FUEL AND OTHER FLUIDS

When entering the weight figures for the take-off fuel and trip fuel (burn-off) the correct specific
gravity must be used to convert the volume into weight value. The same applies to any other
fluids, such as water methanol or oil.
Whenever possible and practicable, the specific gravity of fuel, as obtained from the fuelling
crew, must be used.
As this often is not practicable, the following specific gravity values may be used if no other
values are published in the AOM:
AT 15° C FUEL TEMP:
JET fuel JP1 0,79kg / liter
JET fuel JP4 0,76kg / liter
OIL 0,88 kg / liter
8.1.8.9 SEATING POLICY / PROCEDURES

The weight and trim chart is prepared assuming a particular passenger seating distribution. If a
seat allocation system is used in connection with the preparation of the weight and trim chart,
any possible errors in the C.G. position will be covered by the operational C.G. envelope,
provided the passengers are seated as allocated.
“Free seating” however might require a repositioning of passengers in the cabin. The
Commander must instruct the cabin crew to re-seat passengers so that the actual seating
distribution complies with the weight and trim chart. There are no restrictions on when ‘’Free
Seating’’ may be used. The seat allocation system is preferable though, so as to avoid the
repositioning.

8.1 - 54

8.1 - 55
8.1.8.10 MANUAL LOAD SHEET & TRIM CHART (Completion Instructions)
CHARTER & SCHEDULE VERSION

Two different manual load sheet & trim chart forms exist. A black coloured form is applicable for
the 27000 lbs thrust aeroplanes while a blue coloured form applies to the 26000 lbs thrust
aeroplanes. Also, Charter and Schedule versions of manual load sheets and trim charts are
available. There are two minor differences to distinguish the two versions; the standard weights
used are different and the cabin correction lines in the trim chart have a slightly different slant to
reflect the small weight difference for every 10 passengers.
DRY & WET OPERATING WEIGHTS AND DRY OPERATING INDEX

• For a standard crew complement (2/5), enter the applicable Operational Weight Empty
(Basic Weight + 2 Pilots + 5 Cabin Crew Members + all equipment + aeroplane’s library)
and the OWE Index in the boxes provided.
• Enter the applicable Pantry code and Pantry weight in the boxes provided.
• If an extra crew member is carried or any of the jump seats are occupied, make the weight
and index adjustments in the boxes below.
• The Dry Operating Weight (DOW) is the sum of the Operational Weight Empty (OWE), the
Pantry Weight, the Extra Crew Member(s) or Observer(s) if carried and any other weight
adjustment. The Dry Operating Index (DOI) is the result of the addition and/or subtraction of
the same indexes. Transfer the DOI in the box provided in the Trim Chart section.
• Add the take-off fuel (ramp fuel – taxi fuel) to the DOW to establish the Wet Operating
Weight (WOE).
• For a different crew complement enter the applicable Operational Weight Empty, the
applicable Pantry code and Pantry weight if carried and add accordingly the number of any
cabin crew member(s) or observer(s) on board.
Note 1: Refer to paragraph 8.1.8.12 for the specific aeroplane weights and indic es.
Note 2: Refer to the Additions and Corrections Index table on the rear side of the load sheet
and trim chart for index adjustments.
MAXIMUM ALLOWED TAKE-OFF WEIGHT
• Add the take-off fuel (ramp fuel – taxi fuel) to the MZFW (62,731 kgs) to obtain the ZFW
limited MTOW and enter in box (a) .
• Extract the RTOW for the specific runway from the Flygprestanda performance manual and
enter in box (b).
• Add the trip fuel to the Maximum Landing Weight (MLW; normally 66,360 kgs) to obtain the
regulated landing weight limited MTOW and entered into box (c). Restricted maximum
landing weights for destination aerodromes may be extracted from the Flygprestanda
performance manual.

8.1 - 56
• The lowest of (a), (b) and (c) is the MAXIMUM ALLOWED TAKE-OFF WEIGHT (MTOW).
Enter this weight in the empty box marked Max. Allowed TOW.
• Transfer the maximum landing weight in the empty box marked Max. LW.
ALLOWED TRAFFIC LOAD
• Transfer the Wet Operating Weight (Dry Operating Weight + Take-off fuel) into the box
below the Maximum Allowed Take-Off Weight (lowest of a, b, c).
• Subtract the WOE from the lowest MAX ALLOWED TAKE- OFF WEIGHT (lowest of a, b, c).
The result is the maximum ALLOWED TRAFFIC LOAD for the maximum allowed take -off
weight.
TOTAL TRAFFIC LOAD

• From the Loading Information sheet enter the number of Male, Female, Children and
Infants in the boxes provided. From the standard weights shown on the load sheet
calculate the weight of each category of passengers and enter in the boxes provided.
Note: In cases where no segregation of Adult Male and Female is provided on

the loading information sheet, then at the discretion of the Commander the
All Adult Weight may be used.
• If Return Catering is carried, enter the appropriate weight in Hold 1.

• From the Loading Information sheet the number of bags loaded in Holds 1, 2, 3 or 4 should
be entered in the boxes provided. Calculate the weight in each hold using the standard
weight and enter in the boxes provided. If actual weight is shown on the sheet, enter the
weight directly in the associated hold compartment.
• If cargo is carried mark the letter “C” for the hold where the cargo has been loaded.
• The sum of all these weights is the TOTAL TRAFFIC LOAD, which should be entered in the
box marked TOTAL TRAFFIC LOAD.
• Write the Total on Board passengers and infants in the box provided below the Total Fuel
Index table.
OPERATIONAL WEIGHTS
• Add the Dry Operating Weight to the Total Traffic Load to obtain the actual ZFW.
• Add the Take-off fuel to the ZFW to obtain the actual TOW.
• Subtract the Trip Fuel from the Take-Off Weight to obtain the estimated LW.
• Check that no operational weight exceeds its maximum allowed weight.
UNDER LOAD BEFORE LAST MINUTE CHANGE

8.1 - 57
• Transfer the Total Traffic Load into the box below the ALLOWED TRAFFIC LOAD.
• Subtract the Total Traffic Load from the ALLOWED TRAFFIC LOAD. The result is the
UNDER LOAD BEFORE ANY LAST MINUTE CHANGE corrections.
ACTUAL or STANDARD WEIGHTS USED
DELETE as appropriate whether actual or standard baggage and/or passenger weights were
used.
LAST MINUTE CHANGE (LMC)
Refer to paragraph 8.1.8.7 of this section.
TRIM CHART COMPLETION
• Enter the DOI extracted during the DOW & DOI calculations in the box provided in the Trim
Chart section and mark the starting point to calculate the aeroplane’s trim.
• Enter the baggage and cargo total weights for each hold compartment in the boxes
provided.
• From the Loading Information sheet record the passenger seating distribution area in the
boxes marked Oa, Ob and Oc.
• Draw a vertical line from the previously marked point on the Dry Operating Index at the top
of the Trim Chart. At each diagonal line make the appropriate correction for weight and
number of passengers in the direction indicated.
• After all corrections for weight and passengers have been made continue the vertical line to
the bottom of the Trim Chart. Mark the Actual ZFW on the vertical line at the appropriate
point.
• Find the Fuel Index Correction for the Total Fuel on Board from the table on the left hand
side of the Trim Chart. Apply the correction either as a + or – direction from the first vertical
line as appropriate. Draw a second vertical line at the correction point.
• Mark the Actual TOW on the second line at the appropriate point.
• From the actual TOW mark on the Trim Chart proceed diagonally and read the % MAC
T.O. then enter in the box provided below the Total Fuel Index table.
• From the Actual TOW mark on the Trim Chart read the Stabiliser Trim from the lines super
imposed on the Trim Chart. For Flaps other than 1 & 5 a correction of - ½ is applied. Enter
the FLAPS and STAB TRIM in the boxes provided.

8.1 - 58
SAMPLE OF A COMPLETED MANUAL LOAD SHEET & TRIM CHART

8.1 - 59

8.1 - 60

8.1 - 61
EXPLANATORY NOTES OF A MANUAL LOAD SHEET & TRIM CHART
(Basic weight + standard crew of 2 pilots and 5 cabin crew +

A Operational Weight Empty
potable water + a/c library
B PANTRY (Code ) Code of Catering + duty free + bars for the specific flight
Weight of crew different from standard or passenger who
C Crew or Aft Jump-seat
occupy the aft jump-seat
D Observer (s) Weight of crew or person(s) that will occupy flight deck jump-
seat(s)
E Other Adjustment Any other adjustments not covered in 1B, 1C and 1D
Operational Weight Empty + Pantry + Crew different from
F DRY OPERATING WEIGHT
standard + any other adjustments
G BASIC WEIGHT INDEX Operational Weight Empty Index
H INDEX Corrections Corrections to OWE as + or – index unit change
DRY OPERATING WEIGHT OWE index corrected for all adjustments indicated in
I
INDEX 1B,1C,1D and 1E
A Take-off Fuel Ramp fuel – taxi fuel
2
B WET OPERATING WEIGHT Dry Operating Weight + Take-off fuel
TRAFFIC LOAD Traffic Load Section of Load Sheet
A DEST.1 DEST .2 1st and 2nd destination
Number of adults, male, female, children and infant
B Passenger Count
passengers per destination
C Baggage Count Number of baggage in each hold for each destination
3
The standard weights used for charter passenger or
D Standard Wts schedule passenger flights for Adults, Males, Females,
Children, Infants and their baggage
E CARGO The ‘C’ is to be circled if cargo weight is included in holds
F TOTAL TRAFFIC LOAD Total weight of passengers, baggage, cargo and mail
Actual and maximum ZFW
A ZERO FUEL WEIGHT
ZFW = Dry Operating Weight + Total Traffic Load
Actual and maximum allowed TOW
4 B TAKE-OFF WEIGHT
TOW = ZFW + Take-off fuel
Actual and maximum allowed LW
C LANDING WEIGHT
LW= TOW - Trip fuel
LAST MINUTE CHANGES LMC Section of Load Sheet
A Dest Destination affected by the LMC
B Specification Type of LMC (change of pax or cargo or other)
5 C Compart. Location affected by LMC
D +/- Identification of ON (+) or OFF (-) load
E Weight Weight of LMC
F TOTAL LMC Total weight of all LMCs

8.1 - 62
Delete as appropriate if weights used for

6 *DELETE as appropriate passengers and their baggage are actual or
standard weights
7 Instructions how to distribute copies of the load sheet
Limiting Take-off weight calculation based on
A MAXIMUM WEIGHT FOR
maximum ZFW, TOW and LW
Limiting Take-off weight is the lowest of a) Zero
B MAX ALLOWED TAKE-OFF WEIGHT
Fuel, b) Take off or c) Landing
8 Maximum traffic load (payload) allowed to be
C ALLOWED TRAFFIC LOAD carried after establishing the maximum allowed
TOW from ZFW, TOW and LW
Aeroplane under load before reaching the
D UNDER LOAD BEFORE LMC maximum allowed TOW and before applying any
LMC
Index correction for the weight of Take-off fuel.
9 TOTAL FUEL INDEX TABLE
Used for the process of the Trim Chart
Total weight and distribution of dead load in hold
10 AREA - FWD HOLDS 1-2 & AFT HOLDS 3-4 compartments
11 AREA - CABIN ZONES Oa & Ob & Oc Distribution of passengers in each cabin zone
Determines the C.G of the aeroplane.
Starting from the DOI and processing all payload
12 TRIM CHART and passenger adjustments the ZFW C.G. is
determined. After applying the fuel index
correction the TOW C.G. is determined.
13 TOB Total number of passengers on board

Position of Take-off C.G in %MAC read off the
14 MAC T.O. (%)
Trim Chart
Stabiliser trim setting determined from the Trim
15 TRIM (units)
Chart
16 FLAPS Flap setting selected for Take-off

17 Prepared by Name of person preparing load sheet.
Captain’s signature of acceptance and
18 Captain’s Certificate satisfaction that aeroplane has been loaded in
accordance with ECA procedures
19 Notes Any necessary or relevant notes
Passenger weight tables on rear of load sheet for

20 PASSENGER WEIGHTS Charter or Schedule and for Male, Female,
Average Adult, Children and Baggage
ADDITIONS AND CORRECTION Index correction table for easy retrieval of index
21 changes for various items such as Observers, aft
INDEX TABLE attendant positions, cargo weight etc.

8.1 - 63
8.1.8.11 COMPUTERISED LOAD SHEET

(EDP) (EDP = Electronically Processed Mass & Balance Sheet)
INTRODUCTION
The ECA code cannot be made available by the system so the code that has been allocated to
Eurocypria is UI and therefore all our flight numbers will be prefixed by this code, i.e. UI806/13
(flight number/date).
The system can convert the flight crew compliment and pantry codes into weights therefore, the
weight calculations begin from the aeroplane’s Basic Weight; (Basic Weight + Panty
Code Weight + Pilots/C-Crew = Dry Operating Weight).
The system can only accept one pantry code, so both standard catering and duty frees are now
included in one figure. Easy-to-remember codes have been given and may be found in para
8.1.8.12 The Pantry Code is also shown at the bottom of the computerised load sheet (EDP).
PRIOR TO THE FLIGHT – EDP DATA TO LOAD CONTROLLER

Before leaving Operations Control office the commander will provide the Duty Officer or at the
aeroplane the Dispatcher with the following information:
Fuel in tanks;
Trip fuel (may be rounded-up);
Crew compliment (2/5 or 2/6 or 3/5 or 3/6);
Return catering in hold 1, if any;
Pantry code, if not a passenger flight;
RTOW (required out of restricted aerodromes).
FLIGHTS INTO PAPHOS – EDP DATA TO LOAD CONTROLLER

In order to maintain the quick turnarounds on flights to Paphos, in-transit for Larnaca or vice
versa, the required data (fuel, trip and transit passengers) may be given to Louis Handling
Paphos 131.825 during decent so that the computerised load sheet will be available upon
arrival.
EDP – COMMANDER’S VERIFICATION

On receipt of the computerised load sheet the commander will read the take-off weight, the
number of total passengers and infants, the MACTOW and stabiliser trim to the co-pilot to
extract the take-off speeds and assumed temperature and checks the following items:
Correct information at the top of the load sheet (Flight Number, destination,
aeroplane registration, date, time),
Fuel / Crew figures correctly inserted,
Reasonable Total Traffic Load,
Check correct ‘Under load before LMC’ against the most limiting Maximum weight
(shown by L),
Correct Basic Weight / Basic Index / Pantry Code,
Correct loading in the cargo compartments.

8.1 - 64
SPECIAL NOTES ON EDPs
Computerised load sheet provision is available at most ECA destination and alternate
aerodromes. Although different systems are used within the industry, differences between
various systems are generally not important. Some of the differences that may be observed are:
• At Larnaca & Paphos, as well as a number of stations abroad where the LH-WAB DCS
system is used, if Maximum Landing Weight (MLW) must be restricted to 65317 kgs due to
forward ZFW CG, the specific system can still produce EDP using a second aircraft profile
which is distinguished by adding a numeric 1 as a suffix to the aircrat registration (i.e. 5B-
DBU1). In the event that the planned landing weight on a specific flight is more than 65317
kgs and not possible to be reduced to 65317 kgs and the second profile is not available,
then a manual load sheet will have to be prepared.
• Certain systems may not indicate STAB trim setting. In such case, use STAB TRIM value
which is obtained from FMC after insertion of MACTOW in CG field (TAKE-OFF REF page
1/2, Line Select Key 3L) or use Trim Chart from Manual Load sheet to determine STAB
TRIM.
• Sometimes STAB TRIM setting is not clearly displayed or it is masked among other
displayed data.
• Trimming problems occurred when operating ferry flights with cabin crew and bars, such as
LCA–PFO or LCA–CAI, where minimum fuel uplift of approximately 10 tonnes was required
for trim to be within limits. This problem was resolved by introducing a new load sheet
version code (displayed under related heading) called P189Y. With this arrangement, load
sheet calculations will be made assuming that all cabin crew members occupy the two
forward crew positions and cabin row No 1 for take-off and landing. Actual crew
seating positions must reflect this requirement. This way, the requirement for extra fuel
uplifting on these sectors is alleviated. Operational Weight Empty Index (OWEI) for this
configuration is indicated in the table of section 4.4 for use in case of manual load sheet
preparation.
• Dispatchers at outstations can obtain all information required from the incoming load sheet.
Alternatively, all info can be passed to the dispatcher by completing the loading information
sheet.

8.1 - 65
EXPLANATORY NOTES FOR A SAMPLE EDP LOAD SHEET

8.1 - 66
EDITION OF LOAD SHEET
A CHECKED Load Controller’s signature

1
B APPROVED Commander’s signature
C EDNO Edition Number of Load Sheet
A A/C REG Aircraft Registration
2 B VERSION Version / Configuration used

Number and compliment of crew, excluding crew travelling as
C CREW
passengers
Total weight of deadload in compartments
3 LOAD IN COMPARTMENTS 1/0 2/0 3/ 0 4 / 0 Weight of load per compartment
0 / 0 Deadload carried in the cabin
PASSENGER / CABIN BAG
A Total passenger weight calculated according to Company procedures
B / / / Breakdown of Male / Female / Children / Infants
4 TTL Total number of passengers on Board (including infants and jump seats)
C
CAB Weight of cabin baggage not included in passenger weight
D Y Total number of passengers on board (excluding infants)
E SOC Seats occupied by cargo, baggage and / or mail
TOTAL TRAFFIC LOAD Total weight of passengers, baggage, cargo and mail
DRY OPERATING WEIGHT Basic weight + pantry (catering & duty free) + crew weight
ZERO FUEL WEIGHT Actual and Maximum ZFW
TAKE -OFF FUEL Ramp fuel minus the taxi-out fuel

5 Actual and Maximum TOW
TAKE -OFF WEIGHT
“L” Limiting weight between MZFW, MLW and RTOW
TRIP FUEL
LANDING WEIGHT Actual and Maximum LW
TAXI OUT FUEL
A BI Basic Index
6
B DOI Dry Operating Index

8.1 - 67
A LIZFW Laden Index at ZFW
B MACZFW MAC % at ZFW

7 C LITOW Laden Index at TOW
D MACTOW MAC % at TOW

E MACLW MAC % at LW
AND or ANU
8 Stabiliser trim setting at take-off weight
(A/C nose-up or A/C nose-down)
9 CABIN CLASS Number of passengers occupying passenger seats
10 CABIN AREA Passenger seating distribution per cabin area
LAST MINUTE CHANGES
A DES Destination of LMC
B SPEC Kind of LMC (+2 Male or – 1 Child or + Cargo, etc)

11 C CL / CPT Class / Compartment and / or position of unitised LMC load
D + – Identification of ON (+) or OFF (–) load
E WEIGHT Weight of LMC
F LMC TOTAL Total Weight of all LMC

Difference between maximum weight shown by “L” in section 5
12 UNDER LOAD BEFORE LMC
and actual take-off weight
CAPTAIN’S INFORMATION / NOTES
BW Basic Weight
BI Basic Index
B Baggage
13 A
C Cargo
M Mail
PANTRY CODE Pantry code according to Company’s specifications

“STAB TRIM VALID……..ONLY”
B Take-off stabiliser trim information
“FOR FLAPS 10/15/25…UNIT”
Summary of aeroplane’s load information
14 LDM (Load Message)
PAD Passengers available for disembarkation
Statement whether Authorised or Actual weights were used for passengers and baggage (deleted
15
accordingly by Load Controller)

8.1 - 68

8.1 - 69
8.1.8.12 WEIGHTS, INDICES AND PANTRY INFORMATION
AEROPLANE WEIGHTS & INDICES
Table 1: Aircraft Registration Numbers with 27000 lbs Engine Thrust Rating
AEROPLANE REGISTRATION
WEIGHTS & INDICES (27000 lbs Engine Thrust Rating)
5B-DBU 5B-DBV 5B-DBW 5B-DBX
Delivery Empty Weight (kgs) 41543 41587 41502
Delivery Empty Index 45.0 45.2 45.3

Basic Weight (kgs) * 41837 41881 41796
Basic Index * 47.6 47.8 47.9
* Delivery Empty plus Potable Water & A/C Library & Spare Oil
Operational Weight Empty (kgs) **

42382 42426 42341
Operational Weight Empty Index** 45.6 45.8 45.9
Operational Weight Empty Index** 39.4 39.4 39.5

(P189Y – 3 C/C occupying Row 1)
** Basic Weight plus 2 pilots & 5 cabin crew
OWE (Pilots only) (kgs) *** 42007 42051 41966
OWE (Pilots only) Index *** 44.6 44.8 44.9
*** Basic Weight plus 2 pilots

8.1 - 70
Table 2: Aircraft Registration Numbers with 26000 lbs Engine Thrust Rating
AEROPLANE REGISTRATION
WEIGHTS & INDICES (26000 lbs Engine Thrust Rating)
5B-DBZ 5B-DBR
Delivery Empty Weight (kgs) 41441 41428
Delivery Empty Index 45.0 44.4

Basic Weight (kgs) * 41735 41722
Basic Index * 47.7 47.0
* Delivery Empty plus Potable Water & A/C Library & Spare Oil
Operational Weight Empty (kgs) **

42280 42267
Operational Weight Empty Index** 45.6 44.9
Operational Weight Empty Index** 39.2 38.5

(P189Y – 3 C/C occupying Row 1)
** Basic Weight plus 2 pilots & 5 cabin crew
OWE (Pilots only) (kgs) *** 41905 41892
OWE (Pilots only) Index *** 44.6 44.0
*** Basic Weight plus 2 pilots

8.1 - 71
PANTRY CODES (Includes standard catering and duty free bars)
PANTRY
TYPE / AREA OF FLIGHT WEIGHT (kgs) INDEX
CODE
Code S * Scandinavia 1240 +4.54
Code U * U.K. & Ireland 1264 +4.92
Code C * Central Europe 1191 +5.24
Code X Catering only flight 912 +4.50
Code H Cairo 580 -3.75
Code T Training flight (50kgs Catering) 50 -0.82
* From Codes S, U and C, 200kgs may be subtract ed for the return sector
STANDARD LOADING INSTRUCTIONS
PAYLOAD AREA TO LOAD

Passenger baggage (1 destination) Fill hold 3, then any excess in hold 2
Passenger baggage (2 destinations) 1st destination in hold 3 – 2nd destination in hold 2
Return catering (if carried) 180 kgs in hold 1 – compartment 1
Cargo (if carried) Load in hold 2

8.1 - 72
PANTRY CODES – INDIVIDUAL TROLLEY UNITS
CODE S (Scandinavia)
Index Weight (kgs) Position Description
-0,115 7 POSITION G1 Catering
-2,391 146 POSITION G1 Duty Free
7,024 440 POSITION G4B Catering
4,933 309 POSITION G4B Duty Free
+ 4,54 1240 TOTALS
CODE U (U.K. & Ireland)

+4,92 1264 TOTALS
CODE C (Central Europe)
+5,24 1191 TOTALS

8.1 - 73
CODE X (Catering only flight)

0,000 POSITION G1 Duty Free
0,000 POSITION G4B Duty Free
+4,50 912 TOTALS
CODE H (Cairo)
-3.75 580 TOTALS
CODE T (Training flight)

0,000 POSITION G2 Catering
0,000 POSITION G4B Catering
0,000 POSITION G4B Duty Free
-0.82 50 TOTALS

8.1 - 74

8.1 - 75
8.1.8.13 BAGGAGE AND CARGO LOADING INFORMATION AND PASSENGER

DISTRIBUTION
STANDARD LOADING OF BAGGAGE
If operating to one destination fill aft hold 3, then any excess in forward hold 2.
If operating to two destinations, baggage for the first destination to be loaded in aft hold 3 and
for the second destination in forward hold 2.
FORWARD HOLD LOADING
Hold 1 should be used for return catering or duty free pre-orders if carried.
In the event that cargo is carried it should be loaded in forward hold 2 after consultation with the
commander.
PASSENGER DISTRIBUTION IN CABIN

Forward passenger seating distribution in zones Oa (1-11), Ob (12-21) and Oc (22-32) is
recommended at all times. Preferably any empty seats should be left in zone Oc (22-32).
If equal passenger distribution cannot be achieved for any reason the crew must check that the
aircraft remains in trim and make adjustments to the baggage loading or cargo traffic if
necessary.
NOTES
1) The B737-800 aircraft is sensitive with aft loading. During double touch flights and in
particular between Larnaca and Paphos where the passenger load may be low,
ensure the passengers are distributed as per the trim chart. Preferably to be seated
in zones Oa and Ob.
2) Any discrepancies or queries should be clarified with the commander of the flight.
3) It is mandatory when loading is completed that the commander is informed how the
aircraft has been loaded, either through the ECA Loading Report or an electronically
produced loading report.
4) The Eurocypria Loading Information sheet must always be used to provide the
passenger / baggage / cargo figures and relevant distribution / weights to the
commander.
5) The Fuel Uplift Instruction Card must be filled by the crew and forwarded to the
refueller.

8.1 - 76
SAMPLE OF LOADING INFORMATION SHEET
LOAD SHEET INFO

B737-800W
ECA 5B-DB DATE: / /

CREW: / RAMP FUEL: kgs
DOI: TRIP FUEL: kgs
DOW: kgs TAXI FUEL: kgs
RTOW: kgs FLIGHT TIME: Hrs Mins
LOADING INSTRUCTIONS / REPORT
CABIN ZONE
Oc (22-32) Ob (12-21) Oa (1-11)
Max. 66 pax Max. 60 pax Max. 63 pax
8.1.9 8.1.10 8.1.11
AFT HOLD FWD HOLD

4 3 2 1
Max. 667 kgs Max. 3517 kgs Max. 2440 kgs Max. 815 kgs
ONE DESTINATION TWO DESTINATIONS

o Fill Hold 3, any excess in Hold 2 o First destination in Hold 3
o Return catering in Hold 1 o Second destination in Hold 2
o Cargo in Hold 2 o Return catering in Hold 1
o Cargo in Hold 2
I hereby certify that this aircraft is loaded in accordance with the current loading
instructions of Eurocypria Airlines:
NAME: SIGNATURE:

8.1 - 77
FUEL UPLIFT INSTRUCTION CARD
FUEL UPLIFT INSTRUCTION
B737-800W
8.1.12 FILL FUEL TANKS AS BELOW IN KILOS

8.1.13 TOTAL FUEL QTY: Kgs
TANK 2 CENTRE TANK TANK 1

8.1.14
Issue 1: 20-3-03

8.1 - 78
8.1.9 ATC FLIGHT PLAN

The submission of an ATC flight plan is required for all IFR flights.
One of the purposes of an ATS Flight Plan is to ensure SAR action should a flight become
overdue at destination.
8.1.9.1 REPETITIVE FLIGHT PLAN

A Repetitive Flight Plan is filed by Eurocypria Operations Control for flights to be operated on a
regular basis at the same time and day within a specific period (e.g. winter / summer schedule
or a series of flights for special events). It is essential that the data upon which the Operational
Flight Plan (OFP) is calculated is identical to that specified in the Repetitive Flight Plan and vice
versa.
8.1.9.2 FILLING AND FILING OF ATC FLIGHT PLAN

The procedure to fill an ATC flight plan may be found in the Operations Manual C (Jeppesen
Airway Manual & AERAD) under “AIR TRAFFIC CONTROL” and in the ICAO PAN-RAC (Doc
4444), Appendix 2. The ATC flight plan must be filed 1 hour before the expected take-off time,
unless national regulations state otherwise.
When a flight is subject to flow control measures, a slot time will be obtained by the Operations
Control Duty Officer in Cyprus or the Handling Agent at outstations. When a flight is ready to
depart earlier than the allocated take-off slot time, the Commander may request from the ATC
unit that a “ready” message is sent for a possible improvement of the slot time.
A copy of the accepted ATC flight plan with any modifications to the filed flight plan must be
given to the aeroplane Commander and be carried aboard. Another copy must be kept at the
Operations Control or with the Handling Agent. The OFP provided to the flight crew includes the
filled ATC flight plan.
8.1.9.3 COMMANDER’S RESPONSIBILITY

Whichever type of flight plan is used the Commander must ensure that it is filed / activated, with
the appropriate notice, prior to departure.
Under normal circumstances the ATS unit for the departure / arrival station transmits ATD / ATA
to respective ATS units.
A clearance issued by ATC and accepted by a pilot constitutes an agreement between the ATC
and the Commander as to the planned execution of the flight. This agreement is the current
flight plan, whether or not it is the same as the originally filed flight plan.
If at any point after take-off the Commander wishes to change the flight plan, he must request
the change and obtain the concurrence of ATC in the form of an amended clearance. Likewise,
ATC may initiate an amended clearance for traffic requirement and if concurrence between the
Commander and the ATC controller is not possible, the flight is continued under the
responsibility of the Commander.
Any request for an amended clearance should be made considering traffic and the planning and
co-ordination requirements of the ATC.
A pilot must not accept a clearance with which he cannot safely comply or which exceeds the
capabilities of the aeroplane. The Commander is the final authority as to the operation of the

8.1 - 79
aeroplane and he is directly responsible for the operation of the aeroplane. An ATC clearance is
not an
authorisation for a pilot to deviate from any regulation or to conduct an unsafe operation. If, due
to severe weather, an immediate deviation is required, the Commander’s discretional authority
to deviate will be exercised. A pilot should question any ATC clearance or any part of a
clearance that he does not understand.
When ATC issues a clearance, the pilot is expected to comply promptly after acceptance. ATC
may use the term “immediate” to communicate urgency and the requirement for expeditious
compliance.
8.1.10 OPERATIONAL FLIGHT PLAN
8.1.10.1 GENERAL
An Operational Flight Plan (OFP) shall be prepared and used for all flights, other than those
intended to take-off and land at the same aerodrome for such purposes as training flights or air
tests.
The Operational Flight Plan (OFP) will be prepared by Operations Control Duty Officer on duty
or by the flight crew. If no EDP (Electronically Data - Processed) Operational Flight Plan (OFP)
is available, the Company flight plan shall be prepared manually by the flight crew, based on
the applicable OM (Part B) procedure and by using the Company form.
Operational Flight Plan’s (OFP) must always be prepared in duplicate. It must be checked by
the flight crew and signed for approval by the Commander before departure. The name of the
Duty Officer who prepared the Operational Flight Plan (OFP) must be shown on the OFP.
The duplicate copy remains on ground at Operation Control or at the station, whichever is
applicable, whilst the original is filed with the flight return documents.
The flight crew may be required to amend an OFP due to difference to the estimated payload
used for calculation, MEL items, different cruising speed, etc.
8.1.10.2 COMMON FEATURES

The Route Selection Shall Consider:
• Standard routes, if so published by the Company,
• ATS standard routes (if published)
• Air traffic flow management regulations,
• Available NAV equipment on the ground in the aeroplane,
• NOTAMs,
• Meteorological conditions,
• Traffic rights,
• If relevant, minimum time track optimisation.
• If Relevant, Minimum En-route Altitudes (For Driftdown Performance).
The speed schedule as prescribed in the Performance Manual for the type concerned or as
required by ATC.

8.1 - 80
The altitude / flight level selection considering:

The minimum en-route altitude,
ATC regulation,
Economical aspects,
Meteorological conditions (wind and temperature,)
Performance aspects.
The selection of alternate(s) considering:
Weather conditions,
Suitability of alternate(s),
Distance,
Economic / handling aspects.
8.1.10.3 OPERATIONAL FLIGHT PLAN - FORMAT AND CONTENTS

The form shall however contain at least the following:
Aeroplane registration,
Aeroplane type and variant,
Date of flight,
Flight identification (Callsign if no other identification),
Names of flight crew members,
Duty assignment of flight crew members,
Place of departure,
Place of arrival (planned and actual),
Time of departure (actual off -block time, take-off time),
Time of arrival (actual landing and on-block time),
Hours of flight (block time and air time),
Type of operation (VFR, IFR, ferry flight, etc.),
Route and route segments with checkpoints / waypoints, distances, time and tracks,
Planned cruising speed and flying times between checkpoints / waypoints. Estimated and
actual times overhead (based on available wind data),
Safe altitudes and minimum levels,
Planned altitudes and flight levels,
Fuel calculations (records of flight fuel checks),
Fuel on board when starting engines,
Alternate(s) for take-off, en-route and destination including information required in (13), (14),
(15) and (16) above,
Initial ATS Flight Plan clearance and subsequent re-clearance,

8.1 - 81
In-flight re-planning calculations,

Relevant meteorological information.
For flights in excess of 100 NM, the Top of Climb (TOC) and Top of Descent (TOD) must be
calculated with the relevant distances from / to the checkpoints / waypoints and the resulting
time intervals. To allow a flight planning calculation to be as accurate as possible, the take-off
weight shall be calculated using the expected zero fuel weight.
8.1.10.4 “JEPPESEN JETPLAN” OPERATIONAL FLIGHT PLAN

Eurocypria Airlines uses the “Jeppesen Jetplan“ as the standard Operational Flight Plan.
Explanatory notes for the “Jeppesen Jet Plan" may be found in the Operations Manual (Part C)
RM 8.2.

8.1 - 82

8.1 - 83
8.1.10.5 OFP- CREW RESPOSIBILITIES

Before submitting the return flight documentation, the commander must ensure that on the OFP
the following are recorded:
a) All data on the first page.
b) TOC F/L and any subsequent cruise levels achieved, circling the appropriate F/L i.e.
F/L 350.
c) Cruise M.N. if different than 0.79.
d) The WX for a number of possible en-route diversion airports, the destination and
alternate airport(s).
e) Fuel checks (as described in 8.3.7 of this manual.
f) Any direct routings, by connecting the waypoints with a straight line.
g) Altimeter checks as required and indicated for RVSM airspace.

8.1 - 84
8.1.11 OPERATOR‘S AEROPLANE TECHNICAL LOG
8.1.11.1 GENERAL
The aircraft technical log is a system for recording defects and malfunctions discovered during
the operation and for recording details of all maintenance carried out on the particular aircraft to
which the aircraft technical log applies whilst that aircraft is operating between scheduled visits
to the base maintenance facility. In addition, it is used for recording operating information
relevant to flight safety and must contain maintenance data that the operating crew need to
know. The commander must report in the tech-log all known or suspected defects affecting the
aircraft.
The Department of Civil Avia tion of Cyprus requires Cyprus airways in line with OPS1, to keep
and maintain for each aircraft engaged in public transport for which a certificate of airworthiness
is in force, a technical log within which maintenance control and flight crew advisory inf ormation
is contained for use during the routine operation of the aircraft between scheduled maintenance
inputs to main base.
In accordance with ICAO ANNEX 6 parag. 4.5.4 the commander must report in the tech-log all
known or suspected defects affecting the aircraft.
Signing of Tech-Log
The tech-log shall be signed by the commander before departure and after arrival. In the event
the commander forgets to sign the tech-log upon arrival, refer to Chapter 1, Paragraph
1.4.4 of this manual.
8.1.11.2 COMPOSITION OF THE TECH. LOG SYSTEM
The aircraft Technical Log system is comprised by FRONT / IDENTIFICATION page followed
by 12 different items itemised in the Technical Log contents and described in details in the
following pages of Paragraph 8.1.17.2.
8.1.11.2.1 FRONT PAGE

This page, also yclept as Section 1, contains information, which is unique to each aircraft in the
fleet’s Technical Log.
Contains details of:
a) The registered name of the Airline
b) The official address of the airline.
c) The aircraft type.
d) The International Regi stration Marks of the respective aircraft.
The ECA Technical Log has gained approval against EU- OPS subpart M1.915 and AMC
Ops1.915.

8.1 - 85
8.1.11.2.2 ITEM 1 – CONTENTS LIST

The list provides page and form references where applicable. It clearly indicates the aircraft
type and registration. Tech Log contents must be verified and updated on every ‘A’ Check,
when a new Contents List page is issued. The Contents List shall be signed by the person
responsible for the contents check. Manual corrections all allowed but shall be dated and
signed.
8.1.11.2.3 ITEM 2 – ATA chapter listing

This list is based on the Air Transport Association System number. (ATA specification 100).
All defects reported in the Tech Log must be classified as per this listing.
8.1.11.2.4 ITEM 3 – Maintenance Information Sheet (MIS)

Maintenance Information Sheet (M.I.S) gives information as to:
(i) Total airframe hours and landing at last check ‘A’.
(ii) Date of last hangar check (Check ‘A’ and when next check ‘A’ is due).
(iii) Main engines and APU serial numbers and life available on fitment.
Note: MIS contains details of when the next scheduled maintenance is due, including, if
relevant any out of phase component changes due before the next maintenance check.
8.1.11.2.5 ITEM 4 – Certificate of Maintenance Review (CMR)

This Certificate is issued every four months, and is proof that all scheduled maintenance and
mandatory inspections have been carried out.
8.1.11.2.6 ITEM 5 – Certificate of release to service (CRS)

An aircraft should not fly unless there is in force a certificate or release to service issued, if the
aircraft or any part of the aircraft or its equipment as is necessary for the airworthiness of the
aircraft has been overhauled, repaired, replaced, modified, maintained, or has been inspected
in accordance with the Certificate of Airworthiness.
A certificate of release to service may be issued by:
(i) The holder of an aircraft maintenance engineer’s license being a license that
entitles him to issue that certificate.
(ii) A person approved by the Authority as being competent to issue such
certification and in accordance with that approval; or
(iii) A person whom the Authority has authorized to issue the certificate in a
particular case, and in accordance with that authority; or
(iv) In relation only to the adjustment and compensation of a direct reading magnetic
compasses the holder of an ATPL, SCPL, or a Flight Navigator’s License.

8.1 - 86
(v) An engineer authorized to carry out defect rectification at Outstations as per the
single Event Authorizations Scheme.
8.1.11.2.7 ITEM 6 – Line servicing requirements (LSR)

These documents list inspections, requirements, limitations and any out of phase tasks and
component changes as laid out by special inspections, modifications that have to be actioned
between major hangar checks. LSR’s can be scheduled inspections or special servicing
requirement and according to their nature can be classified as:
• Calendar
• Hourly
• Cycles
• Daily
These forms are issued/raised by Engineering Planning and/or Authorised Engineers. Control is
primarily exercised by Engineering Planning but due to operational requiremen ts and variations
the final control is placed upon the engineer releasing an aircraft for flight. Whenever an LSR is
actioned an entry must be made with Maintenance Tech Log Page (i.e. Sector Record Page) in
the tech-log. The use of LSR’s is fully explained in the Engineering Technical Procedures.
8.1.11.2.8 ITEM 7 – Technical Notices

These Technical notices list technical information and modifications peculiar to the aircraft, for
use by ground engineers and aircrew.
8.1.11.2.9 ITEM 8 – List of Modifications affecting aircraft operation

This is a list of modifications affecting aircraft operation that crew should be aware of.
8.1.11.2.10 ITEM 9 – Dent and Buckle Recording charts

These charts indicate the known and inspected dents or buckles.
8.1.11.2.11 ITEM 10 – All Weather Operations AFCS Re-gr ading

These forms are used to upgrade/downgrade the aircraft auto land system either by the
engineers or aircrew as appropriate.
8.1.11.2.12 ITEM 11 – List of acceptable differed items (ADD)

Contains the Acceptable Deferred records (ADD), which include details of all deferred defects
that affect or may affect the safe operation of the aircraft and should therefore be known to the
aircraft commander. Each page of this section must be pre-printed with the company’s name
and page serial number and provision is made for recording the following:

8.1 - 87
(a) A cross reference for each deferred defect such that the original defect can
be identified in the particular Section 3 Sector Record Page;
(b) The original date of occurrence of defect deferred;
(c) Brief details of the defect;
(d) Details of the eventual rectification carried out and its Certificate of Release
to Service or a clear cross-reference back to the document that contains
details of the eventual rectification.
(e) Lists the current and cleared ADD since the last ‘A’ check for the particular
aircraft.
PROCEDURES FOR ACCEPTABLE DEFERRED DEFECTS (ADDs)

Acceptable Deferred Defects, are defects reported in the Tech. Log and which are either
acceptable in accordance with the Minimum Equipment List (MEL) or the Configuration
Deviation List (CDL). ADDs are categorized according to their Rectification Interval
i.e. according to the maximum allowed time period between the recording of an ADD and the
time when it is rectified. There are 4 categories and their definitions (which can also be found in
the MEL Section 01-00 Page 3 MEL Presentation) are:
A - Items in this category shall be rectified in accordance with the conditions
stated in "Remarks Column" of the MEL when a time period is
specified it shall start at 0001 on the calendar day following the day of
discovery.
B - Items in this category shall be repaired within 03 consecutive calendar
days excluding the day of discovery.
C - Items in this category shall be repaired within 10 consecutive calendar
D - Items in this category shall be repaired within 120 consecutive calendar
ADD RECTIFICATION INTERVAL EXTENSION:

An existing defect can be extended by RECTIFICATION INTERVAL EXTENSION (RIE) of
categories B, C, D only one time for a maximum of the same duration as that specified on the
MEL for a particular item.
Rectification Intervals which are stated in the "Remarks Column" of the MEL and are identified
as category A are non extendable.
If an RIE is necessary it will be recorded in the ADD and RIE sheets in the Tech. Log.
CREW PROCEDURES
For Larnaca and Paphos Airports, once a defect is entered in the Tech. Log, it will be dealt with
by Maintenance.
At outstations the following procedure should be followed:
• The Commander records a defect in the Tech Log and checks to see if this defect is
acceptable according to the MEL.
• If the defect IS NOT acceptable, the Commander should request engineering support.

8.1 - 88
• If the defect IS acceptable AND there is either no symbol or the symbol ‘(o)’ in the remarks
column, the Commander may raise an ADD. The symbol ‘(o)’ means that an ‘operational
procedure’ must be followed by the Flight Crew.
Note: All ADDs raised by the Commander are CAT A, regardless of the rectification interval
shown in the MEL. The Commander must always therefore enter ‘A’ in the ‘CAT’ column of
the ADD Form.
• If the defect IS acceptable AND the symbol ‘(mtr)’ appears in the remarks column, an ADD
can be raised provided maintenance action is taken by an engineer who is certified on the
aircraft type and systems. At outstations where Eurocypria has a contract for engineering
support, the ADD will be raised by the engineer after maintenance action is taken. At
outstations where Eurocypria does not have a contract for engineering support, an engineer
who is certified on type may still carry out the maintenance action and raise an ADD,
provided a Single Event Authorisation is obtained from Cyprus Airways Engineering. The
procedure to be followed is written on the Single Event Authorisation Form.
8.1.11.2.13 ITEM 12 – Tech Log Sector Records
Contains the Maintenance Technical Log form, which serves as Sector Record Page in line with
EU-OPS subpart M1.915 and AMC OPS 1.915.
The Maintenance Technical Log form contains:
a) The airline’s address.
b) The aircraft type and registration mark.
c) The date and place of take-off and landing.

Note: The correct 3-letter IATA code found on the top of the OFP must be used.
d) The times at which the aircraft took off and landed.

Note: The date shown will be the departure date if different than the arrival date.
e) The running total of flying hours, such that the hours to the next schedule
maintenance can be determined.
Note: In order to pick up possible previous entry errors, Commanders should check the
previous TLP for correctness of TTL log time and TTL landings brought forward.
f) Details of any defect to the aircraft affecting airworthiness or saf e operation of the
aircraft including emergency systems known to the commander. Provision is made for
the commander to date and sign such entries, including, where appropriate, the nil
state for continuity of the record. Provision is made for a Certificate of Release to
Service following rectification of a defect, or any deferred defect or maintenance
check carried out. Such a certificate readily identifies the defect(s) to which it relates
or the particular maintenance check as appropriate.
g) The quantity of fuel and oil uplifted and the quantity of fuel available in each tank, or
combination of tanks, at the beginning and end of each flight; provision is made to

8.1 - 89
show, in the same units of quantity, both the amount of fuel planned to be uplifted
and the amount of fuel actually uplifted; provision for the time when ground de-icing
and/or anti-icing was started and the type of fluid applied, including mixture ratio
fluid/water.
h) The pre-flight inspection signature.
In addition to the above, it is necessary to record the following supplementary information:
a) The engine power ranges used for Take Off i.e. Full Thrust, Reduced thrust.
b) The number of landings where landings affect the life of an aircraft or aircraft
component;
c) Flight cycles or flight pressure cycles where such cycles affect the life of an aircraft or
aircraft component.
The Maintenance Tech Log form is designed such that one copy of each page may remain on
the aircraft and one other copy may be retained on the ground until completion of the flight to
which it relates. Its layout is divided to show clearly what is required to be completed after flight
and what is required to be completed in preparation for the next flight.
In general the ECA Maintenance Technical Log form consists of four serialized colour coded
copies as follows:
-WHITE Must be removed by the Engineer at Larnaca.
-YELLOW Stays in the Tech Log. Not to be removed.
-PINK Stays in the Tech Log for removal at Larnaca.
-BLUE Must be removed before next flight. (Legal requirement).
The Defects Section block

This block is normally used by captains to record observed flight defects. It can be used also by
Engineers for recording defects on ground. Defects recorded by Engineers must have an ‘E’
appended to their serial number i.e. 2E 3E etc. Whenever reference is made to defects reported
on the previous pages or ‘Carry Forwards’ it is important to make a verbatim reference to the
actual defect.
The Action taken block

This section details the action taken to correct defects reported in the Defects Section. All
defects must be corrected before the next flight. Defects that cannot be cleared may be
deferred as per the ADD procedure. The Engineer is expected to record all work that has been
carried out including the test and actual figures obtained.
For pilots’ entries refer to paragraph 8.1.11.3

8.1 - 90
The practice of stating vague statements such as ‘RECTIFIED’, ‘TESTED OK’ should be
refrained from.
Statements as ‘Tech Records Informed’ or ‘Nil time to rectify’ or ‘Line Maintenance Informed’ do
not constitute a rectification and as such do not meet the requirements of a CRS.
The Certification column (CRS)
This column (in bold outline) must be signed upon completion of the work. The Certificate of
Release to Service, which is at the bottom of this column, can be signed only by approved
engineers. For the certification to be valid it is imperative that the signature is followed by the
authorization number and maintenance Organization Approval number in legible figures and the
date.
The servicing blocks (Located at the right side of page)
These blocks are of particular interest to aircrew since they are used to record fuel, oil, other
fluids and gas. The need for legible and accurate figures cannot be overemphasized as these
figures are used for invoice verification, monitoring of consumptions, and systems condition. All
fuel quantities must be recorded in kilos. The calculated and actual uplifts must be compared
and the discrepancy recorded.
Note: The fuel remaining upon completion of the flight is recorded by the captain
at the left top corner of the page.
The Maintenance Check section. (Right bottom corner). This is issued for
recording the weekly/daily and arrival/departure checks. This section does not
constitute certification of a particular check.
The All Weather Ops aircraft status block. (Right bottom corner). This section is
self-explanatory. Any upgrading/downgrading will have to be entered on the
proper form. The captain is responsible to annotate this section whenever an
aircraft is accepted for flight away from base. EU-OPS 1.440 subpart G for
autolands.

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The De-Icing/Anti-Icing Block
This block is at the lower part of the page. The Captain is required to ensure that himself or
the De-Icing crew supervisor record in the “Action Taken” column the fluid Temperature and
concentration, the time of commencement and completion of De-Icing.

8.1 - 92

8.1 - 93
8.1.11.3 TECHNICAL LOG ENTRIES
 GENERAL
An aircraft should not be dispatched with un-rectified defect. A defect which is not rectified must
be endorsed to show that is will not render the aircraft unfit for flight. The endorsement must not
be made without the concurrence of the Captain of the aircraft. This type of endorsement can
only be made by:
• an aircraft Maintenance Engineer appropriately licensed for the type of aircraft and/or
engine, or
• a person approved for this purpose, or
• the Captain of the aircraft.
Note: If no authorized Engineer is available, the Captain may transfer the defect if acceptable
under the MEL in accordance with para 8.1.1.2.12 of this chapter.
 DEFECT ENTRIES
Record defects in accordance with the following:
• Use always capital letters when entering defects.
• All entries should be numbered even if an item is entered for information only.
• Avoid entries such as, ref. item 1 TLP0001 or ref. C/FWD 018. A brief verbatim reference
must be made to the actual defect. For example: “ Ref. item 1 TLP0001 #2 AIR SYSTEM
OVER PRESS” problem, or “Ref. ADD 018 TOILET SMOKE DETECTOR FALSE
WARNING”. Defects reported in the Cabin Defect Log which affect the airworthiness of the
aircraft must be transferred into the Defects section of the Maintenance Tech Log.
• There must always be response for a defect of information entered in the action taken
column.
• Never de-face an entry. If a defect is entered in error write in the actions taken column,
“DEFECT ENTERED IN ERROR”.
• When faults have been located and satisfactorily remedied by the Operating Crew: Write
brief note of the fault and the action taken to remedy same.
• When faults have not been located or remedied: Here the important thing is NOT to state
what is suspected as being the cause of the fault but to describe, as fully and clearly as
possible, the exact nature of the fault as it affects the operation of the equipment, and give
details of all known symptoms. Brevity is desirable, but it should not extend to the omission
of information that could prove of assistance to the Maintenance Staff, when diagnosing the
fault.
• Where unserviceable units have been replaced at an outstation, record the serial number of
both unserviceable and replacement units (where the Maintenance Staff have made the
change, this entry is their responsibility).
When intermittent malfunctioning of equipment has occurred state the frequency and
duration.

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 NO DEFECT ENTRIES
If no defect were observed then there should be a statement to this effect i.e. NIL DEFECT or
NIL FURTHER.
Note: “Nil further” and “Info” entries in tech-log.
“Nil further” entries in the tech-log require a CRS certification at base ONLY, i.e. LARNACA and
PAPHOS. At outstations no certification is necessary so captains must write “NOTED” and sign
in the ACTIONS TAKEN COLUMN.
“INFO” entries are normally made for defects on engineering request in order to assist with
troubleshooting or investigation. Crews however, should feel free to provide info to engineering
related to a system’s operation/malfunction. NOTE: “INFO” ENTRIES REQUIRE A CRS AND
SHOULD THEREFORE BE MADE ONLY AT LARNACA.
CAUTION: Captains must never sign in “CERTIFIED” column

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8.1.11.4 SINGLE EVENT AUTHORIZATIONS
INTRODUCTION
Requirement
MOE part 3.4.5 defines the requirement under EASA Part 145 for issuing one-off Certification
Authorization (Single Event Authorization) where an aircraft is grounded at a location other than
the main base where no appropriate certifying staff is available. Eurocypria is not an approved
PART 145 Maintenance organization and is therefore using Cyprus Airways Engineering for the
maintenance of its aircraft. It follows that a Single Event Authorization on any ECA aircraft has
to follow the channels and procedures used by Cyprus Airways.
Policy
The need for the certification must arise solely from the rectification of an unforeseen defect, at
a place where Eurocypria does not have appropriately authorized maintenance personnel, or
any suitable support arrangements with another approved organization. This Quality Procedure
constitutes the company’s policy for the grant of Single Event Authorization to persons to issue
Certificates of Release to Service at locations where:
• An authorized engineer with the appropriate tyre-rating is not available to issue a Certificate
of Release to Service (CRS) for the maintenance action required or,
• The services of a Part-145 Maintenance organization with the appropriate EASA/Part- 145
Scope of Approval are not available.
Note: Any Part-145 Approved maintenance organization holding approval in the appropriate
Class and Rating for the type of the aircraft concerned would be an acceptable source for such
a task irrespective of the existence of any prior agreement with ECA . In such cases, the Single
Event Authorization will still be required in the absence of a formal Maintenance Support
contract.
Responsibility
It is the responsibility of all effected Line Maintenance personnel and of the person granting the
particular authorization to be satisfied that the conditions and limitations of this Quality
Procedure are complied with prior to granting such approval.

8.1 - 96
PROCEDURE
Eligibility for the Grant of S.E.A
An authorization may be granted, under Part 145 to:

• One of our Part 145 Organization employees holding equivalent type authorizations on
aircraft of similar technology, construction and systems; or
• To any person with not less than five years maintenance experience and holding a valid
EASA aircraft maintenance license rated for the aircraft type requiring certification provided
there is no organization appropriately approved at the location.
Conditions for the Grant of S.E.A

• The person who is to grant the authorization must be satisfied, from the completed
application, that the competence and experience of the individual proposed for the
authorization, and /or the validity and recency of the authorizations held by that individual
are commensurate with the airworthiness significance of the task in question.
• In case of paragraph 2.1 (a) above, the person who is to grant the limited authorization
should verify that:
i. Full technical details relating to the work required to be carried out are established
and passed on to the certifying staff.
ii. Full qualification details relating to the proposed certifying personnel are verified
and made available at the organization.
• In the case of paragraph 2.1 (a) above, the person who is to grant the limited authorization
must also:
i. Be satisfied that the experience is such as to justify the employment of the
particular person to perform the task in question, and
ii. Provide guidance verbally and / or by faxed message on the task, extracted from
the
respective maintenance manual and specifically indicating any matters essential to
safety, such as tolerances, limitations and special techniques. A detailed worksheet
(if necessary) should also be pr ovided to the SEA holder by the Part 145
Organization to complete and sign off the work.
Note: A one-off authorization should not be issued where the level of Certification required
could exceed the knowledge and experience level of the person it is issued to. In all cases, due
consideration should be given to the complexity of the work involved and the availability of
required tooling and/or test equipment needed to complete the work.

8.1 - 97
Application for, and process of Authorization

Application for authorization must be made on the SEA form located in the A/C´s spare forms.
i. The Captain completes Parts 1 & 2 with the details of the aircraft´s registration, location and
defect / reason for the request.
ii. The person for whom authority to issue the CRS is being requested completes Part 3
and provides to the captain a copy of his authorization and license.
iii. The Captain faxes the Form together with the Qualification details of the Engineer to
Larnaca ECA engineering who will liaise with Cyprus Airways Engineering for the
proper Handling of the SEA.
iv. After completion of the form and grant of authorization, the form will be faxed back
to the Captain. It is to be noted that the authorization granted will be applicable to the
specific test and the particular occasion only.
v. The Authorized engineer completes the task and enters all details of the rectification
action in the Technical Log and issues a CRS using the SEA Number as authority.
vi. The Captain atttaches the completed Form in the Technical Log of the return sector
for the attention of Line Maintenance at Larnaca (or Paphos station).
vii. Upon aircraft arrival at Larnaca or Paphos the Line maintenance supervisor on
duty will verify that the action taken by the authorized person is satisfactory and
make the appropriate Technical Log entry.
vii. The Quality Section within 7 days as of the issuance of the SEA will notify the DCA
with a copy of the S.E.A Form.
Authority to Grant Authorization

The following persons have been assigned by the Maintenance organization to grant Single
Event Authorizations on behalf of Eurocypria.
• Technical Manager
• Senior Engineer

8.1 - 98
EUROCYPRIA AIRLINES SINGLE EVENT AUTHORISATION

APPLICATION
NUMBER: SEA/ECA………………..
1. AIRCRAFT LOCATION…………………….. A/C REGISTRATION: 5B-DB….

REQUEST BY:…………………………(Capt.) DATE:…………………………
2. DEFECT/REASON FOR THE REQUEST AND PROPOSED ACTION:
3. DETAILS OF PROPOSED CRS SIGNATORY:
1.Name in Full: ……………………………………………………………………(Block

Capitals)
2. License/authorization No…………………………… Position in

Organization:……………………………….
3. Scope of Licence/Authorisation:………………………….. …………………………

…………………………………….
(Relevant to the request Authority)
4. Employer:…………………………………………………
5. National Approval No………………………………………
6. Experience relevant to the proposed
action:…………………………………………………………………………………
…………………………………………………………………………………..
………………………………………………………………………………………

8.1 - 99
4. ADDITIONAL REQUIREMENTS BY ENGINEERING OVER THE PROPOSED

ACTION:
5.GRANT OF AUTHORITY:
Mr.……………………………………………………………………………….. is hereby
authorized to issue Certificate of Release to Service (CRS) in respect of the
rectification of the above mentioned defect on this one occasion only. The number
of this SEA should be quoted as the authority for the issue of the CRS when
entering details of the action taken in the aircraft’s Technical Log.
Name (sig.)………………… Position………………………… Date:……………………….

(Line Maint.Sup)
Countersigned:……………… Position……………………… Date………………………..

(Authorizing Official)
ECA/SEA/03
Page: F27 1 of 1 March 2003

8.1 - 100
8.1.11.4 CABIN DEFECT LOG
The Cabin Defects Log covers the Cabin Crew’s observations of all defects, discrepancies and
malfunctions in the Cabin section of the aircraft.

8.1 - 101

8.1 - 102
8.1.12 JOURNEY-LOG, COMMANDER’S REPORT – AUTOLAND REPORT

The form described in this paragraph complies with EU-OPS 1 regulations. The form combines
three reports, separated into different sections and must be completed after every flight or other
duty (positioning, SIMULATOR, ground instruction etc). Instructions for the filling of the form are
detailed below.
GENERAL INSTRUCTIONS:
Preferably use black ink and always CAPITAL letters when completing the Journey Log or any
other Company form, as copies come out more legible.
When completing block times, total duty, total FDP, etc, do not put a 0 in front (e.g. Total Duty
4.55 not 04.55. Use a 0 in front only for clock times, e.g. Duty off at 08:30)
The section “ATTENTION OF:” at the bottom of the Commander’s Report is for Office use
only.
When completing the “FROM – TO” boxes and / or the “CAT ‘B’ / ‘C’ AERODROME
CATEGORY” section, use the 3-letter IATA aerodrome identification code.

8.1 - 103

8.1 - 104

8.1 - 105
LEGEND
These three combined reports are separated into different sections:
JOURNEY LOG
SECTORS SECTION
1) A/C REG.: Aircraft Registration.
2) DATE: Date at flight origination.
3) FLIGHT No.: For any other operator flights, delete ECA and write the operator’s
callsign.
4) FROM: Normally, write the originating aerodrome 3-letter IATA code. Indicate
also any crew and/or aircraft movements involved, including positioning,
either before or after a flight.
5) TO: Normally, write the destination aerodrome 3-letter IATA code. Indicate
also any crew and/or aircraft movements involved, including positioning,
either before or after a flight.
6) TAKE-OFF: Circle or check appropriate crew member who carried out the take-off.
7) LANDING: Circle or check appropriate crew member who carried out the landing
and A/L if an autoland was carried out.
8) STA: Enter standard (scheduled) time of arrival.
8a) STD: Enter standard (scheduled) time of departure.
9) ATA: Enter actual time of arrival.
9a) ATD: Enter actual time of departure.
10) BLOCK TIME: Enter standard and actual block times.
11) DELAY: Enter delay time if more than 5 minutes.
12) PASSENGERS: Enter passenger load (adults & infants).
13) NOTES: Write relevant short notes related to the information written,
i.e. reason of the delay if any or PSN BY TAXI, PSN ON CY326,
break down of passenger figures on multi-sector flights, etc.
NAME & RANK SECTION
14) FLIGHT CREW & CABIN CREW: Enter names of flight deck and cabin crew.
DUTY PERIOD SECTION
15) SECTORS: Enter the actual sectors operated, either flying or positioning, for each
crewmember.
16) STBY ON: Enter the Stand-by ON time, if applicable.
17) ON: Enter the time when Duty Period commenced.

8.1 - 106
18) FDP OFF: Enter the time when the Flying Duty Period ended, if applicable.
19) DUTY OFF: Enter the time when Duty Period ended.
20) TOTAL DUTY: Enter the total Duty Period (#19 minus #17).
21) TOTAL FDP: Enter the total Flying Duty Period (#18 minus #17).
22) ALLD FDP (L2 PFO): Enter extracted Allowed Flying Duty Period time from the
FDP tables. If ALLD FDP was calculated in accordance
to LEVEL 2 or PAPHOS variation schemes, circle the
applicable variation.
MAINTENANCE DUTY PERIOD SECTION
23) ON: Enter the time when the Maintenance Allowance Duty Period commenced.
24) OFF: Enter the time when the Maintenance Allowance Duty Period ended.
25) TOTAL: Enter the Total Maintenance Allowance Duty Period (#24 minus #23).
CUSTOMER SERVICES SECTION
26) Enter the 3-letter IATA aerodrome code (s). Check the appropriate box / boxes for the
aerodrome facilities used:
 GPU: Ground Power Unit.

 ASU: Air Starter Unit.
 ACU: Air Conditioning Unit.
ACCOUNTS SECTION
27) Check the appropriate Maintenances Allowance and/or Night-stop box (es).
CAT “B” / “C” AERODROME CATEGORISATION SECTION
28) Enter the CAT B or C 3-letter IATA aerodrome code with its categorisation, as
applicable, and sign.
OPERATIONAL ATTACHMENTS SECTION
29) Check appropriate box (es).

8.1 - 107

8.1 - 108
COMMANDER’S REPORT
30) COMMANDER: Print the Commander’s name.

31) COMMENTS: Enter report comments or N.T.R (nothing to report) if none.
32) REPLY: For office use.
33) FOR IMMEDIATE ACTION: Check the box if an immediate action is deemed
necessary. Forward a copy of the Journey Log and the
Commander’s Report to the Operations Control Duty
Officer for immediate action.
34) COMMANDER’S SIGNATURE: The report must always be signed by the Commander.
35) ATTENTION OF: For office use where to distribute the report.
AUTOLAND REPORT
36) Autoland records for crew and aircraft

EU OPS 1.440 and 1.450 refer to autoland requirements for crew recency and individual
aircraft monitoring.
Each aircraft is monitored by Maintenance on successful autoland records and a
minimum number has to be carried out to satisfy the requirements. For this purpose
Maintenance produces a work order for each aircraft specifying when an autoland is
required. Pilots should endeavour to carry out autolands when required for the aircraft. In
addition pilots should observe the recency requirements for LVO as outlined in paragraph
5.2.10.2.
Complete the autoland report if an autoland has been performed. In addition, circle the
A/L abbreviation in the Journey Log Sectors section.
MAXIMUM FDP TABLES SECTION
37) Extract from the tables the Allowable Flying Duty Period.
NOTE: Where cabin crew have positioning duty different than pilots, it is the SCCM’s
responsibility to request from the commander to fill and sign the journey log for the purposes of
maintenance allowance records.
8.1.13 LIST OF DOCUMENTS, FORMS AND ADDITIONAL INFORMATION TO BE

CARRIED
The following documents or copies thereof shall be carried on board, in the Certification File
which is situated in the Aeroplane Library, and shall, within a reasonable time of being
requested to do so by a person authorised by an Authority, be produced by the Commander of
the aeroplane to that person:

8.1 - 109
Certificate of Registration,
Certificate of Airworthiness,
Noise Certificate,
Air Operator Certificate,
Aeroplane Radio Licence,
Third Party Liability Insurance Certificate(s),
Flight Crew Licences (each flight crew member shall on each flight carry a valid flight crew
licence with the appropriate rating(s) for the purpose of the flight).
In case of loss or theft of any of the above documents the operation is allowed to continue until
the flight reaches the base or a place where a replacement document can be provided.
The following manuals are to be carried on each flight:
The current parts of the Operations Manual relevant to the duties of the crew (Part A, Part B,
Part C and CSPM). Those parts of the Operations Manual which are required for the conduct of
a flight are easily accessible to the crew on board the aeroplane.
The current Aeroplane Flight Manual unless it has been accepted by the Authority that the
Eurocypria Airlines Operation Manual - Aeroplane Operating Matters (Part B) - contains
relevant data for the aeroplane.
In addition to the above, the following information and forms, relevant to the type and area of
operation, are to be carried on each flight:
• Operational Flight Plan,
• Aeroplane Technical Log,
• Details of the filed Air Traffic Service Flight Plan (included on the OFP),
• Appropriate NOTAM / AIS documentation,
• Appropriate meteorological information,
• Weight and Balance documentation (load sheet and trim chart),
• Notification of special category of passengers such as deportees, persons in custody,
inadmissible passengers, etc.,
Notification of special load, including Dangerous Goods, including the written notification to the
Commander, and
Journey Log (Flight Report) and any other forms required to comply with National Authorities
and the Company.
On all Eurocypria aeroplane, the main aeroplane licences and certificates as well as other
Maintenance documentation are held in the Certification File on the flight deck. Care must be
taken to ensure these files are not damaged, mislaid or removed from the aeroplane.

8.1 - 110
8.1.14 PRODUCTION OF DOCUMENTS AND RECORDS

According to EU-OPS 1, 1.150 the commander shall produce when required by the Authorities,
all documentation required to be carried on board.
8.1.14.1 SAFA (Safety Assessment of Foreign Aircraft) PROGRAM
GENERAL PRINCIPALS
The principles of the programme are simple: in each EU Member State and those States who
have entered into a specific ‘SAFA’ Working Arrangement with EASA (*), third country aircraft
may be inspected. These inspections follow a procedure common to all Member States and are
then reported on using a common format. If an inspection identifies significant irregularities,
these will be taken up with the airline and the oversight authority. Where irregularities have an
immediate impact on safety, inspectors can demand corrective action before they allow the
aircraft to leave.
(*) The 40 Member States engaged in the EC SAFA Programme are: Armenia, Austria, Azerbaijan,
Belgium, Bosnia and Herzegovina, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg,
Malta, Moldova, Monaco, Neth erlands, Norway, Poland, Portugal, Republic of Georgia, Romania,
Serbia and Montenegro, Slovakia, Slovenia, Spain, Sweden, Switzerland, The former Yugoslav
Republic of Macedonia, Turkey, United Kingdom, Ukraine.
All reported data is stored centrally in a computerized database set up by EASA. The database
also holds supplementary information, such as lists of actions carried out following inspections.
The information held within this database is reviewed and analyzed by EASA on a regular
basis. The European Commission and Member States are informed of any potentially safety
hazards identified. On behalf of and in close cooperation with the European Commission EASA
will develop qualitative criteria with the aim to achieve a more focussed approach regarding th e
SAFA inspection priorities.
SAFA RAMP CHECK PROCEDURES
A checklist of 54 inspection items is used during a SAFA Ramp Check. As the time between
arrival and departure (the turn-around time) may not be sufficient to go through the full
checklist, not all 54 items may be inspected. It is SAFA policy not to delay an aircraft except for
safety reasons.
Checks may include
• licences of the pilots;
• procedures and manuals that should be carried in the cockpit;
• compliance with these procedures by flight and cabin crew;
• safety equipment in cockpit and cabin;
• cargo carried in the aircraft; and
• the technical condition of the aircraft.

8.1 - 111
Findings, resulting from the ramp checks, are classified as Category 1 (minor), Category 2
(significant) or Category 3 (major) depending on their effect on the safe operation of the
aircraft.
Category 1 findings are notified to the Commander. Category 2 findings are additionally
communicated to the Company and possibly to the Cyprus DCA in writing. Category 3 findings,
in addition to the actions for a Category 2 finding, may include restrictions on the flight
operation, corrective actions before flight, detention of the aircraft by the inspecting NAA or
revocation of the operator’s entry permit.
Where Category 3 findings establish that an aircraft is no longer airworthy, the Cyprus DCA will
be informed immediately by the NAA. Based on the information provided by the NAA, the
Cyprus DCA will decide, in liaison with the NAA, what final corrective actions and under which
conditions the aircraft will be allowed to resume its flight.
FINDINGS FOLLOW-UP
The most probable action taken following a ramp inspection is for the Inspectors to hand over a
report with their findings to the Commander. In case of serious non-conformities then actions
taken may extend to the need to take a corrective action before next flight or the restriction on
aircraft operation or the grounding of the aircraft or a letter to be sent to the Cyprus DCA and
the Company.
FLIGHT CREWS’ ACTION AND COMPANY PROCEDURES
The Flight Crew is to note the details of the SAFA Ramp Check on the Commander’s Report
and also attach the ramp inspection report to the Journey Log for collection by the Operations
Department.
All SAFA findings should be processed through the Company’s Quality System.
Any unserviceability notified by the SAFA ramp inspector should be entered in the aircraft
Technical Log as appropriate.
In order to co-ordinate responses by the Company and the Cyprus DCA on Category 2 or 3
findings to inspecting NAAs, the Company should copy their responses to their assigned
Cyprus DCA Flight Operations Inspector (FOI).

8.1 - 112

GROUND HANDLING INSTRUCTIONS
8.2 - 1
TABLE OF CONTENTS
Paragraph Page
8.2 GROUND HANDLING INSTRUCTIONS ................................ ................................ ... 3

8.2.1 FUELLING PROCEDURES ................................ ................................ ..................... 3
8.2.1.1 SAFETY PRECAUTIONS ................................ ................................ ..... 3
8.2.1.2 CREW CHECKS ................................ ................................ .................. 3
8.2.1.3 REFUELLING WITH PASSENGERS EMBARKING, ON BOARD OR
DISEMBARKING ................................................................ ................. 5
8.2.1.4 MIXING OF FUEL - FUEL CONTAMINATION .................................... 6
8.2.1.5 DEFUELLING PROCEDURES ................................ .............................. 6
8.2.1.6 SPILLAGE OF FUEL ................................................................ ............ 7
8.2.1.7 COMPANY’S FUEL CARNETS ............................................................. 7
8.2.1.8 FUEL INVOICING ................................ ................................ ................ 7
8.2.1.9 ADDITIONAL CHECKS ................................ ................................ ........ 7
8.2.1.10 WATER IN SUSPENSION ................................ .................................... 8
8.2.1.11 DYED FUEL ................................ ........................................................ 8
8.2.2 AEROPLANE, PASSENGERS AND CARGO HANDLING PROCEDURES RELATED
TO SAFETY ................................ ................................ ......................... 9
8.2.2.1 EMBARKATION / DISEMBARKATION ................................ .................. 9
8.2.2.2 ALLOCATION OF SEATS, ADULTS AND CHILDREN ........................... 9
8.2.2.3 SICK PASSENGERS AND PERSONS WITH REDUCED MOBILITY
(PRMs) ................................................................ ............................... 10
8.2.2.4 TRANSPORTATION OF INADMISSIBLE PASSENGERS, DEPORTEES
OR PERSONS IN CUSTODY ................................ ..............................11
8.2.2.5 PERMISSIBLE SIZE AND WEIGHT OF HAND BAGGAGE ....................12
8.2.2.6 LOADING AND SECURING OF ITEMS IN THE AEROPLANE ...............13
8.2.2.7 SPECIAL LOADS ................................................................ ................ 16
8.2.2.7.1BATTERY OPERATED WHEELCHAIRS ................................ . 16
8.2.2.7.2USE OF PORTABLE ELECTRONIC DEVICES (PEDs) ............ 17
8.2.2.7.3WET CARGO ................................ ................................ .........17
8.2.2.7.4LIVE ANIMALS ................................ ................................ ...... 18
8.2.2.7.5PERISHABLE CARGO ................................ ...........................23
8.2.2.7.6HUMAN REMAINS................................ ................................ . 23
8.2.2.7.7CARRIAGE OF MAIL, VALUABLES AND WEAPONS .............. 23
8.2.2.8 CLASSIFICATION OF LOAD COMPARTMENTS ................................ ..24
8.2.2.9 DANGEROUS GOODS ................................ ................................ .......25
8.2.2.10 INCOMPATIBILITY CHARTS OF DANGEROUS GOODS ..................... 25
8.2.2.11 POSITIONING OF GROUND EQUIPMENT ................................ ..........26
8.2.2.12 OPERATION OF AEROPLANE DOORS ................................ .............. 26

8.2 - 2
8.2.2.13 SAFETY ON THE RAMP, INCLUDING FIRE PREVENTION, BLAST AND

SUCTION AREAS ................................................................ .............. 28
8.2.2.14 START-UP, RAMP DEPARTURE AND ARRIVAL PROCEDURES ........ 29
8.2.2.15 SERVICING OF AEROPLANE ................................ ............................ 33
8.2.2.16 DOCUMENTS AND FORMS FOR AEROPLANE HANDLING ................ 34
8.2.2.17 MULTIPLE OCCUPANCY OF AEROPLANE SEATS ............................ 34
8.2.2.18 SMOKING REGULATIONS 34
8.2.3 PROCEDURES FOR THE REFUSAL OF EMBARKATION ...................................... 35
8.2.4 DE-ICING AND ANTI -ICING ON THE GROUND ..................................................... 37
8.2.4.1 GENERAL ................................ .......................................................... 37
8.2.4.2 DEFINITIONS ................................ ................................ .................... 38
8.2.4.3 TYPES OF ICING ................................ ................................ ............... 42
8.2.4.4 ENGINE ICING ................................................................ ................... 42
8.2.4.5 DE/ANTI -ICING PROCEDURES ................................ ......................... 44
8.2.4.6 HOLDOVER TIME ................................................................ .............. 44
8.2.4.7 AEROPLANE DE/ANTI-ICING FLUIDS ................................................ 45
8.2.4.8 GUIDELINES AND LIMITS ................................ ................................ .. 48
8.2.4.9 GUIDELINE FOR APPLICATION OF TYPE II, TYPE III AND TYPE IV
FLUID/WATER MIXTURES................................ ................................ .. 49
8.2.4.10 TABLES FOR HOLDOVER TIMES ................................ ...................... 51
8.2.4.11 TAXI -THROUGH DE-ICING ................................ ................................ 57
8.2.4.12 COMMUNICATION ................................ ................................ ............. 57
8.2.4.13 RESPONSIBILITY ................................................................ .............. 58
8.2.4.14 POST DE-ICING CHECK ................................................................ .... 58
8.2.4.15 INFORMATION TO COMMANDER ..................................................... 59
8.2.4.16 RAMP AND TAXI PRECAUTIONS ................................ ...................... 59
8.2.4.17 TAKE-OFF 60 ................................ ..................................................... 60
8.2.4.18 REJECTED/ABORTED TAKE-OFF ..................................................... 60
8.2.4.19 ROTATION TECHNIQUE ................................................................ .... 60
8.2.4.20 RESIDUES ................................................................ ........................ 61
8.2.4.21 COLD WEATHER OPERATIONS REFERENCE CHECKLIST ............... 61

8.2 - 3
8.2 GROUND HANDLING INSTRUCTIONS
8.2.1 FUELLING PROCEDURES
Having decided upon a final fuel figure, the Commander will complete the Load Sheet and Fuel
Uplift instruction sheet and inform the Operations Control Duty Officer or the Flight Dispatcher
of the total fuel-in-tanks requirement. By deducting the fuel remaining from the previous flight,
as recorded in the technical log and indicated on the aeroplane gauges, the Commander will
calculate the estimated (calculated) fuel uplift and compare it with the actual fuel uplift and
ensure proper distribution in tanks according to the Operations Manual (Part B) (AOM). The
actual uplift is then entered in the aeroplane technical log.
8.2.1.1 SAFETY PRECAUTIONS

Safety precautions must always be taken to preclude the possibility of fire during refuelling and
defuelling procedures. The main causes of risk of fire with fuel, is due to sparks from static
electricity and hot points such as, engines, APU, ground installations and smoking.
The fuel generally does not catch fire easily, but the risk of fire is increased when the fuel is
sprayed (link, disconnecting pipe) and in the presence of fuel vapour especially when low flash
point fuels are used. The list of approved fuel types and additives are given in Aeroplane
Maintenance Manual (AMM).
General safety precautions for fuelling procedures are given in Aeroplane Maintenance Manual
(AMM).
The following precautions apply during any fuelling operations:
 Engine ignition system must be OFF.
 Weather radar must be switched OFF.
 No radio transmitting on HF.
 Strobe lights should not be operated during refuelling.
 Electrical circuits around the tanks area must not been connected or disconnected.
 GPU and APU may be functioning, but must not be started or stopped.
 Neither open flame, nor smoking is permitted around the aeroplane.
8.2.1.2 CREW CHECKS

The Commander, or a crew member nominated by him, will confirm that:
AT BASE:
• The correct type, grade and quantity of fuel have been loaded.
• The fuel drains are operated to check for water content and left properly closed.
• Where practical, a visual check for tank contents, or a dipstick check reveals the correct
amount of fuel on board to within reasonable tolerances.
• All fuel tank caps are properly secured.
• The aeroplane fuel gauges indicate that the tanks have been filled to the required level.

8.2 - 4
• Details of the fuel uplift have been correctly entered in the technical log and a gross
error check is carried out.
• If an APU located within the fuelling zone or which has an exhaust efflux
discharging into the zone is stopped for any reason during a fuelling operation, it should
not be restarted until the flow of fuel has ceased and there is no risk of igniting fuel
vapours
AT OUTSTATION:
When operating away from base, a flight crew member is normally to be nominated by the
Commander to be present d uring the refuelling, and in addition to confirm that the
requirements «at base», above, are met. He is also to ensure that:
• Particular care is taken in advising the refueller of the type, grade and fuel quantity
required, with special reference to the units of measurement quoted, normally kilograms
or litres.
• The refuelling truck or other fuel installation is earthen to the aeroplane structure before
the hose is extended, and remains so earthen until refuelling is complete.
• Fuel / water checks have been completed.
• Fuel hoses are laid by the shortest route from the fuel installation to the refuelling inlets
avoiding wheel brakes (by at least one metre) and APU air intakes.
• Smoking is not permitted within 20 metres of the aeroplane whilst refuelling is in
progress.
• Except for the fuel truck, no vehicle is positioned within the venting areas.
• Cargo / baggage loading equipment complies with safety regulations for anti-sparking,
otherwise it must not be operated until fuelling is complete and hoses removed,
• Spilled fuel is removed or dried up immediately, with the fire service in attendance.
• If thunderstorms are in the vicinity, fuelling / defuelling operations are suspended.
• The correct quantity of anti-freeze additive is dispensed into the fuel where specified by
the aeroplane manufacturer.
• The fuel bowser / installation readings at the start and finish of refuelling reflect
accurately the fuel uplift as indicated on the aeroplane fuel quantity gauges and a gross
error check is carried out.
Note 1: When refuelling with wide cut fuels the aeroplane electrical supply should be
switched off before refuelling starts and remains off until refuelling ceases and
the hoses have been removed.
Note 2: During pressure refuelling electrical / electronic systems, except weather
radar and HF transmitter, may be operated to the extent required for pre-flight
preparation.
Note 3: In the event of an emergency (e.g. APU fire during fuelling / defuelling), the
operation must be stopped and an immediate disembarkation initiated. The
flight crew will decide whether this should be an expeditious «normal»
disembarkation or an «emergency evacuation».

8.2 - 5
8.2.1.3 REFUELLING WITH PASSENGERS EMBARKING, ON BOARD OR

DISEMBARKING (OPS 1.305 and APP 1 to OPS 1.305)
During normal operations it may be necessary for refuelling to take place with passengers
embarking, on board or disembarking the aeroplane. Refuelling with Kerosene (JET A, JET A1,
JP8, TS1, RT, TH or equivalent as approved by the AFM), when passengers are embarking, on
board, or disembarking is allowed.
However, when passengers are involved, precautions must be taken to ensure that they can be
evacuated in the unlikely event that fire does occur. These precautions involve the ramp agent,
the engineer (qualified ground crew member), the cabin crew and the pilot(s). With the
Commander’s authority, passengers may embark, disembark or remain on board during
refuelling provided that the following precautions are observed by the various personnel:
CAUTION: If the presence of fuel vapour is detected inside the aeroplane or any other
hazard arises, is to be reported to the pilot(s) and engineer immediately
and refuelling must be stopped instantly.
 The pilot(s):
 A member of the flight crew must remain on the flight deck.
 Establish and maintain a two-way communication with the cabin crew and engineer,
by the aeroplane’s intercom system or other suitable means.
 Warn the cabin crew and staff that refuelling is about to take place.
 Inform the cabin crew of the beginning and ending of fuelling.
 “NO SMOKING” signs must be ON and “FASTEN BELTS” signs must be OFF.
 Air traffic control and the aerodrome fire services are to be advised that refuelling
will take place with passengers on board.
 Listen for fire warning from the engineer.
 Be prepared to initiate passenger evacuation if necessary.
 The cabin crew:
 The minimum required cabin crew members as described in par.4.1.3 of this manual
must be on board
 A crew member is to be stationed at the forward passenger entry door and other
emergency door exits must be guarded by cabin crewmembers who must be
prepared for an immediate emergency evacuation. If no stairs are available at the
rear passenger entry door, the door must be kept closed with the escape slide
armed and guarded by a cabin crewmember.
 Ensure that the ground area beneath the exits intended for emergency evacuation
and slide deployment areas are kept clear.
 Ensure that passenger loading bridges and / or stairs are at the aeroplane with
main passenger entry doors open and that emergency exit doors are unobstructed.
 Establish and maintain a two-way communication with the pilot(s), by the
aeroplane’s intercom system or other suitable means.
 Passengers are to be briefed that refuelling is about to take place and instruct them
to switch off their mobile phones and to remain seated with their seat belts unfasten
until the refuelling has been completed and refrain from smoking.

8.2 - 6
 No individual items of electrical equipment (computers, PDAs, games etc.) may be

switched on or off while refuelling / defuelling is in progress.
 Cabin interior lighting and “EXIT” signs must be ON to enable emergency exits to
be identified.
 Ensure that ground servicing activities and work inside the aeroplane, such as
catering and cleaning, are conducted in such a manner that they do not create a
hazard and that the aisles and emergency doors are unobstructed.
 The dispatcher (ramp agent):
 Ensures that pilot(s), cabin crew and engineer are at their stations.
 Ensures that the ground area beneath the exits intended for emergency evacuation
and slide deployment areas are kept clear.
 Ensure that passenger loading bridges and / or stairs are at the aeroplane.
 Air traffic control and the aerodrome fire services are to be advised that refuelling /
defuelling will take place with passengers on board.
 Ensures that passenger embarkation / disembarkation is carried out in a controlled
manner.
 The engineer:
 Establish and maintain a two- way communication with the pilot, by the aeroplane’s
intercom system or other suitable means.
 Ensures that the position of the fuel bowser / ground installation relative to the
aeroplane is to be such that it will not impede the rapid exit of passengers if an
emergency evacuation becomes necessary.
 Inform the pilot(s) of the beginning and ending of fuelling.
 Alert pilot(s) if fire occurs.
 Stop the refuelling / defuelling upon pilot’s request.
8.2.1.4 MIXING OF FUEL - FUEL CONTAMINATION (EU-OPS 1.307)
CAUTION: The use of wide-cut fuel, such as JET-B or JET-P4 and any kind of fuel
mixing is prohibited by Eurocypria Airlines as per Operations Manual
Part B, FCOM, Vol.1, Limitations chapter.
JET A, JET A1, JP8, TS1, RT and TH are kerosene type fuel.
JET B and J P4 are wide-cut gasoline type fuel with a low flash point which are not widely used.
JP4 is used in military aviation, but is being replaced by JP8 (kerosene type fuel) which provide
more safety.
8.2.1.5 DEFUELLING PROCEDURES

Should it become necessary at any time to defuel the aircraft, this is allowed under certain
conditions only. It must be emphasised that during defuelling fire hazards are increased. The
procedure for defuelling is described in the Aeroplane Flight Manual (AFM) Section 3 Page 9D.
CAUTION: Before proceeding with defuelling, establish if there are any special procedures for
the particular airport and also advise ATC

8.2 - 7
8.2.1.6 SPILLAGE OF FUEL

Where spillage occurs the fuel should be immediately covered by sand, sawdust, dry earth or a
neutralizing agent, or contained to prevent, as far as possible, the entry of fuel to the airport
drainage system. Any contaminated sand or earth shall be removed to a safe place for
disposal. Tools used in this connection should, as far as practicable, be of a design not liable to
produce ignition.
In the case of spills covering an area greater than about 6 ft. in any dimension, the procedure
shall be as follows:
 Stop the flow if possible
 Notify the aerodrome fire services and if the spillage is serious, evacuate all
unauthorized persons from the area to a point at least 50 ft. from the spillage.
 Prevent the movement of unauthorized persons or vehicles into the area.
 Ensure, as far as possible, that all activities in the vicinity, including the running or
movement of aircraft or ground equipment are restricted so as to reduce the risk of
ignition. Cleaning activities within the aircraft should cease immediately and electrical
equipment should be switched off.
8.2.1.7 COMPANY’S FUEL CARNETS

Fuel carnets for uplifting fuel are carried on company’s aircraft. These are kept in the aircraft’s
Certification File.
8.2.1.8 FUEL INVOICING

When fuel and oil uplifts are made, Captains are to ensure that a copy of the Delivery Note
covering the supply, is received from the supplier. This is required by the accounts department
for invoice verification before the account is paid, and therefore, should be handed in with the
return flight documentation.
8.2.1.9 ADDITIONAL CHECKS

Before every flight, the captain is to:
(a) Ensure that the amount of fuel uplifted, when added to the pre-uplift as entered by
Engineering, agrees with the refueller’s receipt.
(b) Check the final departure fuel state as recorded in the Tech-log, including arithmetic
accuracy and compare with the total fuel on board.
(c) Check fuel contents gauge readings, ensuring that voltage is within limits for the
correct operation of the gauges.
NOTES: 1) The pre-uplift fuel figure should be compared with the fuel remaining as entered by
the previous Captain. Normally it should be the same, however logical discrepancies are
acceptable.
2) Engineering should record any fuel used for ground runs in order to justify abnormal
high discrepancies between the “fuel remaining” and “pre-uplift” fuel figures.
When away from base and a contract engineer is not available, the Captain will be responsible
for supervising the refuelling of his aircraft and carrying out the fuel quantity checks.

8.2 - 8
8.2.1.10 WATER IN SUSPENSION

When refuelling, if the fuel already in the aircraft tanks is cold, the fuel that is being
added will cool rapidly and its water content will come into suspension as minute
droplets that can be detected by the Shell Detector, or visually if the concentration is
sufficiently high.
Alternatively, when very cold fuel is warming in ambient conditions of high humidity,
condensation will form around the fuel containers and on the surface of the fuel, and
this water will also be detected by the Shell Detector.
At low temperatures some water in suspension can be tolerated, provided that it is
insufficient to settle as accumulations of free water. It is therefore, emphasised that
wherever water is seen to settle out of suspension, the water content is dangerous.
At fuel temperatures of 0 degrees C and below, the water in suspension will become
ice particles, which, although cloudy in appearance, will not necessarily show as
water in the Shell Detector Capsule.
If the fuel sample is cloudy, and any of the above conditions are suspected, the
following procedure will assist in determining the acceptability of the fuel.
(a) Draw off sufficient fuel to ensure that the sample is representative of the
fuel in the tanks, and that the cloudiness is not the result of the tank
bottoms, condensation from the drain points, etc. At some drain point, up to
5 gallons may need to be drained.
(b) If the cloudiness is detected at a pre-fuelling check, fuel to sector load.
(c) If a positive Shell Detector indication is found at a post-fuelling check,
provided that the fuel temperature is below 10 deg. C, retest with 2.5-3 ml
only, drawn through a new capsule. Should this check show negative, the
fuel sample is acceptable, but if not, proceed as for (d).
(d) If the cloudiness persists after step (c), draw off a fresh sample from each
suspect source and quickly cork the jar. Ensure the sample clears on
warming without free water settling out of the fuel.
(e) After shaking the sample vigorously, draw 5 ml. through the Shell Detector
Capsule and re-check.
NOTES: (1) Speed is essential to ensure that the sample is typical of the fuel in the aircraft.
(2) The sample jar must be corked immediately the sample has been secured, and
sufficient air space must be left in the sample jar to permit violent agitation.
If excessive free water or other contamination is encountered at any stage from any
part of the fuel sy stem, the fuel must be regarded as unacceptable. Provided the
tests are satisfactory and all free water has been drawn off from the drain points the
overall water content in the fuel can be considered acceptable.
When cloudiness is found in fuel samples, the relevant details must be reported.
8.2.1.11 DYED FUEL

A harmless red dye may be used by Engineering base for the detection of fuel tank
leaks. Water detecting media are unaffected and fuelling procedures are unchanged.

8.2 - 9
The use of this dye will be recorded in the Tech-log since the colour may persist through
subsequent flights. Some difficulty may be encountered however with the fuel supplier, if it is
necessary to ask them to draw back any fuel from an aircraft containing dyed fuel, therefore
every effort should be made to avoid this eventuality.
8.2.2 AEROPLANE, PASSENGERS AND CARGO HANDLING PROCEDURES

RELATED TO SAFETY
Safety considerations shall govern the handling, i.e., servicing, of the aeroplane on the ramp,
the embarkation and disembarkation of the passengers and the loading and unloading of
baggage, cargo and mail.
The Operator ensures that no person secretes himself or secretes cargo on board an
aeroplane. He ensures that no person is in any part of an aeroplane in flight which is not a part
designed for the accommodation of persons unless temporary access has been granted by the
Commander.
8.2.2.1 EMBARKATION / DISEMBARKATION

Before embarking / disembarking passengers, ground staff / flight crew must brief them on all
relevant safety aspects (e.g. «No Smoking») to be observed whilst boarding / leaving the
aeroplane. When jetways are in use, ground staff must be positioned at appropriate locations to
provide supervision and assistance. When passengers are required to walk on the ramp they
shall be escorted by ground staff to / from the aeroplane or their approved transport; passenger
routes shall be clear of oil, ice, snow and other hazards and shall be selected in such a way as
to prevent damage and accidents (e.g. no passing below wings or engines.).
Boarding shall not commence until the Commander or his representative has given clearance.
Disembarkation shall not commence until the crew has received confirmation from the ground
staff that passenger steps / jetways are safely in position and that ground equipment will not be
a hazard.
For embarkation / disembarkation when refuelling / defuelling is in progress, refer to GB 8.2.1.2.
Only in exceptional cases, and with the consent of the Commander, is embarkation /
disembarkation permissible with one engine of the aeroplane running. In such a case,
passengers shall, under appropriate supervision by crew and ground staff, leave / enter the
redrafting the side opposite to the running engine.
8.2.2.2 ALLOCATION OF SEATS, ADULTS AND CHILDREN (EU-OPS 1.075 / 1.105 /

1.280)
The allocation of seats to passengers by ground staff depends upon the aeroplane type, its
seating version, aspects of weight and centre of gravity (refer to GB 8.1.8.6) and the class of
transportation (if any) held by the individual passenger.
In general, the following rules apply:
Each person to be carried who is 2 years of age or older shall be allocated a separate seat or
berth, equipped with a proper safety belt/harness. Multiple occupancy of a seat by one adult
and by one infant is permitted only if the infant is properly secured by a CRD (Child Restraint
Device) acceptable to the Authority (for details see ACJ OPS 1.730(a)(3)). Such a CRD will also
be required if the infant is occupying an empty seat next to the adult. When oxygen dispensing
units are prescribed, one unit each shall be installed and available for both the adult and the

8.2 - 10
infant. No passenger other than authorized personnel are allowed to occupy a seat in the flight
deck (refer to GB 8.3.12); for the allocation to a passenger of a vacant crew seat (refer to GB
8.3.13). Passengers shall be seated where, in the event of an emergency evacuation, they may
best assist and not hinder evacuation. Only those persons who appear reasonably fit and
strong should be seated adjacent to self -help exits. Aeroplane type-specific instructions for crew
and ground staff are listed in the OM Part B.
Persons who should be seated where they will not obstruct access to emergency equipment or
exits or otherwise impede the crew in carrying out their duties include:
• Persons who are physically or mentally handicapped, to the extent that they would have
difficulty in moving quickly if asked to do so.
• Persons whose sight or hearing is impaired to the extent that they might not readily
become aware of instructions to begin evacuating the aeroplane.
• Children and infants, whether or not they are accompanied by an adult.
• Persons in custody and those who are being deported.
• Persons whose physical size would prevent them from being able to move quickly.
• Persons with guide dogs or pet animals.
For further provisions governing the allocation of seats to sick, disabled and handicapped
persons see GB 8.2.2.3 below.
8.2.2.3 SICK PASSENGERS AND PERSONS WITH REDUCED MOBILITY (PRMs)

The acceptance for transportation of sick, disabled and handicapped passengers is restricted in
the interest of their own safety and that of other passengers. A PRM is understood to mean a
person whose mobility is reduced due to physical incapacity (sensory or locomotory), an
intellectual deficiency, age, illness or any other cause of disability when using transport, and
whose situation requires special attention and the adaptation, to his needs, of the service made
available to all passengers. The Company therefore, is entitled to insist upon the production of
a written report on fitness for travel, issued by a medical doctor of the Company, or of the
national carrier or the medical official at the aerodrome.
No transportation, under any circumstances, will be provided to a person who:
• Has a contagious / infectious disease, e.g. open tuberculosis, infectious hepatitis;
scarlet fever, diphtheria, chickenpox etc.
• Has suffered a heart attack or stroke within the last eight weeks.
• Requires medical treatment by pneumatically or electrically operated apparatus, which,
for specific reasons, is not allowed to be operated on board.
The following definitions of ECAC Doc. 30 constitute commonly agreed indications for the
degree of immobility and extent of the assistance required for the journey:
• MEDA – Passenger whose mobility is impaired, due to clinical cases with medical
pathology in progress, being authorised to travel by medical authorities. Such
passenger usually has social coverage in relation to the illness or accident in question.
• STCR – Passenger who can only be transported on a stretcher. Such passenger may
or may not have social protection or specific insurance.
• WCHR – Passenger who can walk up and down stairs and move about in an aeroplane
cabin, but who requires a wheelchair or other means for movements between the

8.2 - 11
aeroplane and the terminal, in the terminal and between arrival and departure points on
the city side of the terminal.
• WCHS – Passenger who cannot walk up or down stairs, but who can move about in an
aeroplane cabin and requires a wheelchair to move between the aeroplane and the
terminal, in the terminal and between arrival and departure points on the city side of the
terminal.
• WCHP – Passenger with a disability of the lower limbs who has sufficient personal
autonomy to take care of himself, but who requires assistance to embark or disembark
and who can move about in an aeroplane cabin only with the help of an on-board
wheelchair.
• WCHC – Passenger who is completely immobile, who can move about only with the
help of a wheelchair or any other means and who requires assistance at all times from
arrival at the aerodrome to seating in the aeroplane or, if necessary, in a special seat
fitted to his / her specific needs, the process being inverted at arrival.
• BLIND – Blind.
• DEAF – Passenger who is deaf or a passenger who is deaf without speech.
• DEAF / BLIND – Blind and deaf passenger, who can move about only with the help of
an unaccompanied person.
• MAAS (meet and assist) – All other passenger in need of special help.
Before accepting such passengers for transportation, Eurocypria shall have ascertained the
availability, from departure to arrival, of staff trained and qualified to meet their needs and of the
appropriate medical equipment. Normally, passengers on stretchers shall be accompanied
either by a doctor/nurse or by a family member or other escort.
The number of handicapped passengers should not exceed the number of able-bodied persons
capable of assisting with an emergency evacuation. Passengers with disabilities as
circumscribed under WCHP, WCHS and WCHC above, shall be allocated seats in between two
pairs of emergency exits; in this way, when the aeroplane is being evacuated, they can, without
impeding others, be assisted to reach the end of the queue forming at the emergency exit(s)
and to leave the aeroplane. For the allocation of seats to other handicapped passengers,
reference is made to GB 8.2.2.2. Sick and disabled passengers and PRMs should be boarded
separately (normally prior to all other passengers) as well as disembarked separately (normally
after all other passengers have left the cabin). The Commander shall be notified by “Special
Categories of Passenger Notification“ form, when handicapped passengers and PRMs are to
be carried on board; he shall brief his crew accordingly. Information on passengers requiring
any assistance at transit or destination aerodromes must be forwarded by telex, telefax or
phone to the ground staff or handling agent at the respective downline station(s).
Note: For the carriage of gas cylinders, drugs, medicines, other medical material, wet cell
or lithium battery powered wheel chairs refer to GB 8.2.2.7 and GB 9.0.
8.2.2.4 TRANSPORTATION OF INADMISSIBLE PASSENGERS, DEPORTEES OR

PERSONS IN CUSTODY
“Inadmissible Passengers” (INADs) are passengers who are refused admission to a country by
authorities of such country, e.g., due to lack of a visa, expired passport, lack of funds or
suspected intent to illegally take up employment. Unless explicitly ordered otherwise by the
authority refusing entry, an INAD shall be carried outbound again on a flight (flights) of the

8.2 - 12
inbound carrier(s) to a country of his choice where there is no risk of his being refused entry
again, but no further than his home country or country of permanent residence.
Transit passengers are considered by immigration as inadmissible for the reason that if given
permit to leave the airport, they may not return for their onward flight.
“Deportees” are foreign persons who had legally been admitted to a country or who had
entered a country illegally, and who at some later time are formally ordered by the authorities to
be removed from that country. Apart from illegal entry, reasons for removal include expiry of
residence permit, offences or criminal acts committed in the deporting country, extradition at the
request of another country. The Company and the Commander (who shall be notified by
“Special Categories of Passenger Notification “form prior to departure of the intended carriage
of inadmissible passengers, deportees or persons in custody and of the reason for carriage)
have not only the right, but the duty to refuse transportation of such passengers if their carriage
poses any risk to the safety of the aeroplane or its occupants. Therefore, the Company and (via
the Company) the Commander are entitled to be informed of the reason for the deportation and,
if necessary, to insist on the passenger being escorted during the flight by a representative of
the deporting country, with a ticket at the applicable fare being provided for such representative
by the deporting authority.
In particular, inadmissible passengers or deportees who:
• Will physically resist carriage, or
• Have already been denied transportation by another Airline, or
• Might endanger the safety of the aeroplane or of its load, of other passengers or of the
crew, or
• Are deported after execution/suspension of a sentence for a crime of violence,
shall be carried only under escort of a government official, or of a properly trained staff member
of the Company, or of a similarly trained guard provided by a commercial agency.
The relevant Authority will determine, in co-ordination with the Flight Operations Manager, if a
deportee requires an escorting official or guard, and they will also determine how many
escorting officials or guard are required to guarantee the safety of the flight. Whenever it has
been determined that the passenger requires an escort, such escorting person shall be present
and on duty when the passenger is checked in; and shall remain so until the Company
relinquishes responsibility for the passenger after transportation.
The Commander upon notification shall, prior to departure, brief his entire crew accordingly.
Whenever feasible, such passengers shall be boarded prior to other passengers in order to
provide utmost discretion; if, at this stage, a deportee physically resists boarding the aeroplane
he shall be refused embarkation and transportation.
Note: See also GB 8.2.3 Note concerning the serving of alcoholic beverages.
Information on the carriage and reason for such carriage must be forwarded by telex, telefax or
phone to the ground staff or handling agent at the respective downline station(s) who, in turn,
shall confirm receipt of this information and shall inform the local authorities.
8.2.2.5 PERMISSIBLE SIZE AND WEIGHT OF HAND BAGGAGE

The secure stowage of hand baggage, as prescribed in GB 8.2.2.6, limits, by inference, the
permissible size and weight of hand baggage.

8.2 - 13
These limits vary of course with each aeroplane type / cabin layout combination (see
Operations Manual (Part B)–(AOM). Eurocypria and its handling agent(s) shall brief passengers
at check-in by means of placards / posters or orally, upon the maximum size and weight of
hand baggage, where practicable, a receptacle should serve as a gauge.
When boarding is in progress ground staff and, at the aeroplane, crew members shall visually
scan the hand baggage held by passengers, in case check-in personnel were bypassed and,
where such baggage exceeds the allowance, politely deny the passenger access to the
aeroplane until such baggage has been stowed in a baggage / cargo hold or suitable place
outside of the aeroplane’s cabin.
Where, in exceptional cases, a passenger is prepared to pay for an extra seat in order to carry
extremely valuable baggage (e.g., antique musical instruments, works of art etc.) acceptance is
only permitted if the safety and comfort of other passengers will not be impaired and if the size
of such baggage permits it to be secured on the seat in such a manner as to prevent movement
forward, sideways or upwards under crash impact sufficient to induce the ultimate inertia forces
specified in the emergency landing condition of type certification.
8.2.2.6 LOADING AND SECURING OF ITEMS IN THE AEROPLANE

 LOADING
All baggage, cargo, mail to be loaded should be positioned on the ramp in sufficient time in
order to ensure an on- time departure and to reduce pressure upon staff detrimental to safety.
The load must be protected against the elements and all sources of contamination. All loading
equipment and material shall be handled carefully to avoid damage to the aeroplane or the
load.
Only the appropriate compartments shall be used for loading. Loading in toilets crew
compartments etc. is prohibited.
All aeroplane specific limitations and instructions (e.g. for loading unit load devices – ULD’s)
shall be observed (see AOM).
In compartments with pallet positions no load shall be stowed on the floor beside the pallets.
Special handling instructions (e.g. “This Side Up”) shall be observed for sensitive shipments,
which must be loaded carefully to prevent damage by other items. Heavy and solidly packed
pieces must be loaded at the bottom.
Cargo shall be excluded from carriage if:
• It is not properly packed.
• It may damage or contaminate the aeroplane or other load.
• Special handling instructions / equipment cannot be observed / supplied.
Note 1: Any damage to the aeroplane skin or structure, however slight, which occurs or is
noticed during loading/ unloading, must be reported immediately.
Note 2: Each Operations Manual (Part B) (AOM) details special procedures to be followed
during loading / unloading so as to prevent the aeroplane tipping onto its tail. The
centre of gravity must be maintained forward of the main wheels and loading
should start in the forward compartments and continue aft. Unloading should start
in the aft compartments and continue forward. The same sequences apply to
catering of galleys. Movement of passengers to achieve ground stability is
prohibited.

8.2 - 14
 UNLOADING
For unloading the same safety-relevant principles are valid as for loading.
Personnel and equipment should be available at the parking position upon arrival of the
aeroplane. Passenger baggage should normally be unloaded first. Cabin load, if any, shall be
unloaded after all passengers have disembarked, mail shall be unloaded before other cargo.
After completion of unloading the cargo, compartments shall be carefully checked by a
designated staff member for damages, spi lled liquids and contamination.
 SECURING OF LOAD IN THE PASSENGER CABIN
For hand baggage:
• Each item carried in a cabin must be stowed in a location that is capable of restraining
it.
• Weight limitations placarded on or adjacent to stowage must not be exceeded.
• Underseat stowage must not be used unless the seat is equipped with a restraint bar
and the baggage is of such size that the restraint bar may adequately restrain it.
• Items must not be stowed in toilets or against bulkheads that are incapable of
restraining articles against movement forward, sideways or upwards unless the
bulkheads carry a placard specifying the greatest weight that may be placed there,
• Baggage placed in lockers must not be of such size that prevent latched doors from
being closed securely,
• Baggage must not be placed where it can impede access to emergency equipment.
Items carried in passenger or crew compartment (e.g., hand baggage of crew or passenger,
each item of galley equipment, each serving cart not in use, any medical aid for a passenger)
shall be secured in such a way as not to become a hazard by shifting under the appropriate
load factors corresponding to the ultimate inertia forces specified in the emergency landing
condition of type certification.
Note 1: Take-off or landing is not permitted unless each serving cart is secured in its
stowed position.
Note 2: Checks must be made before take-off, before landing and whenever the fasten
seat belts signs are illuminated to ensure that baggage is stowed where it cannot
impede evacuation from the aeroplane or cause injury by falling (or other
movement) as may be appropriate to the phase of the flight.
Note 3: Cargo may only be carried in a passenger compartment if it is stowed and secured
on an approved cargo bin or seat container certified to withstand specific load
factors; the bin shall be attached to the seat track / floor structure, the seat
container to the passenger seat; maximum loading limits shall be observed.
Installations are not permitted in a position that obscures any passenger’s view of
any required “seat belt” or “no smoking” or “exit” sign, nor in a location that restricts
access to or use for any required emergency exit, or of the aisle.

8.2 - 15
 SECURING OF LOADS IN THE CARGO COMPARTMENTS

All individual items of load, which, by their nature, shape or density, may constitute a hazard,
shall be restrained. Restraint can be achieved by filling the compartment, net section, or ULD
volumetrically, or by tie down. Compartments, net sections and ULD’s, which are filled up to
three quarters of their height, are considered to be volumetrically full. Particular attention shall
be given to dangerous goods. All packages containing such goods must be stowed in an
upright position, if so indicated, have the hazard label visible an d shall be restrained to prevent
their shifting or any damage by other load.
Whenever the available volume of the compartment / net section is not completely used,
additional securing is necessary for:
• Small pieces with high individual weight.
• Loads which are sensitive to jolts or tilting.
• Pipes, bars, planks, machinery etc.
Heavy items with an individual weight of 150 kg or more, as well as wet freight, shall always be
lashed. Load in individual net sections secured by compartment separation nets; after
completion of the loading the net shall be fastened to the corresponding attachment fittings and
tightened. On the main deck, the crash net – where applicable – shall be properly installed.
Securing of ULD’s is effected either by a restraint system on the compartment floor, or by the
reinforced overall compartment shell. Tie–down strips, steel cables, other lashing equipment
and lashing rings shall conform to the standards laid sown by the Ground Operations Manager
and be acceptable to the Authority.

8.2 - 16
8.2.2.7 SPECIAL LOADS

EU-OPS 1.1160 excepts the carriage of articles and substances which would be otherwise
classed as dangerous goods from the provisions of GB 9.0 to the extent specified in the “ICAO
Technical Instructions for the Safe Transport of Dangerous Goods by Air“ (ICAO Doc 9284)
provided that:
• They are required to be aboard the aeroplane in accordance with the relevant JARs or
for operating reasons,
• They are carried as catering or cabin service supplies,
• They are carried for use in flight as veterinary aid or as a humane killer for an animal,
• They are carried for use in flight for medical aid for a patient, provided that:
 Gas cylinders have been manufactured specifically for the purpose of containing
and transporting that particular gas,
 Drugs, medicines and other medical matter are under the control of trained
personnel during the time when they are in use in the aeroplane,
 Equipment containing wet cell batteries is kept and, when necessary, secured in an
upright position to prevent spillage of the electrolyte, and
 Proper provision is made to stow and secure all the equipment during take-off and
landing and at all other times when deemed necessary by the Commander in the
interest of safety,
• They are carried by passengers or crew members.
Note: Articles and substances intended as replacements for those listed under the first point
above shall be transported on an aeroplane as specified in the Technical Instructions.
8.2.2.7.1 BATTERY OPERATED WHEELCHAIRS

Before loading a wheelchair it shall be ascertained:
• That the battery is securely attached to the wheelchair,
• That the battery is disconnected,
• That the battery terminals are insulated in order to prevent short-circuits.
Wheelchairs, which cannot be loaded, stowed, secured and unloaded in an upright position,
must have the battery removed; the removed battery shall be carried in strong, rigid packaging:
• Packing must be leak tight and impervious to battery fluid,
• Batteries must be protected against short circuits, secured upright in their packaging
and surrounded by compatible material sufficient to absorb their total liquid contents,
• Packing must be marked ”BATTERY, WET, WITH WHEELCHAIR” and be labelled
“corrosive”,
• Packing must be stowed / secured in accordance with the provisions of GB 8.2.2.6 and
GB 9.0.
The Commander shall be informed by ground handling staff, by Special Loads Notification of
the location of the battery aboard. The ground handling staff shall send a message to the

8.2 - 17
destination or transfer station indicating the passenger’s name/seat number and the location of
wheelchair / battery.
Note: Battery driven wheelchairs with dry cell batteries or non – spillable wet cell batteries are
rare; they may be carried as “checked baggage” in a baggage / cargo compartment
provided that the battery has been disconnected and is securely attached to the
wheelchair and that the poles have been insulated.
8.2.2.7.2 USE OF PORTABLE ELECTRONIC DEVICES (PEDs)

The use of portable electronic devices (PEDs) by flight crew, cabin crew and passengers on
board the aircraft, presents a source of uncontrolled electro-magnetic radiation with an
attendant risk of adverse interference effects to aircraft systems. EU- OPS 1 required
Operators to take appropriate steps to prevent any such interference.
PEDs fall into two main categories:
1. Intentionally Transmitting PEDs: Includes but not limited to cell phones, personal
computer equipment with built-in network devices capable of connecting to the
cellular networks external to the aircraft, two- way pagers, satellite phones, etc.
2. Unintentionally Transmitting PEDs: Includes but not limited to personal computers
(laptops), personal digital assistants (PDAs), electronic cameras and videos, radio
receivers, electronic games, audio and video reproducers (CDs), etc.
All Intentionally Transmitting PEDs should be switched OFF once the aircraft doors are closed
before the start of the flight. These devices should remain switched OFF until the moment that a
passenger door is opened. At the Captain’s discretion only, the use of intentionally transmitting
PEDs may be permitted when the aircraft is stationary.
All Unintentionally Transmitting PEDs should be switched OFF for taxi, take-off, approach and
landing and during abnormal or emergency conditions.
To control the use of all PEDs in the aircraft, cabin crew will make the relevant PA
announcements during the following flight stages and ensure that all PEDs are switched
OFF:
- Embarkation
- Emergency Demonstration
- Before Landing (FASTEN BELTS Signs ON)
- During Refuelling
8.2.2.7.3 WET CARGO

“Wet Cargo” designates shipments containing liquids or which, by their nature, may produce
liquids and which are not subject to the Dangerous Goods regulations:
• Shipments of liquids in watertight containers.
• Shipments of wet materials not packed in such containers, e.g., fish packed in wet ice,
fresh meat, casings (fresh animal guts), wet hides, skins.
• Goods, which may produce liquids (for live animals refer to GB 8.2.2.7.3).

8.2 - 18
Watertight containers shall meet the specifications of the ICAO Technical Instructions. They
shall be able to withstand the variations in atmospheric pressure and temperature encountered
in the course of flight, without rupture or leakage. Other containers shall be of high quality
waterproof material. Containers wit h cargo, which may produce liquids, shall be leak proof or
contain sufficient absorbent material. Packing shall allow for the maximum angles of roll and
bank the aeroplane may encounter during flight without release of the liquid contents.
Plastic tarpaulins shall be spread out on the aeroplane’s or ULD’s floor and walls so as to catch
spillages. Containers shall be secured in an upright position.
For wet cargo in containers, which are not watertight or waterproof, secondary measures shall
be taken to ensure that any spillage is contained, by:
• Placing the shipment in a container of sufficient volume to contain any spillage, and
• Turning up the edges of the tarpaulin against he aeroplane’s / ULD’s walls or against
other cargo so as to create a second waterproof container around the shipment.
All load devices used for carriage of meat or similar organic material shall be cleaned and
disinfected immediately after unloading.
Handling staff shall, by Special Loads Notification, inform the Commander of such cargo before
departure and, by appropriate message, the downline station(s).
8.2.2.7.4 LIVE ANIMALS

Carriage of live animals in the cabin is limited by considerations of passenger safety and
comfort and by the size of the cabin (separation of individual animals from each other). Carriage
in cargo compartments may require pressurisation, ventilation, heating, and lighting. Particulars
are, therefore, specified in each aeroplane’s Operations Manual (Part B) (AOM). The following
general guidelines have been developed:
 IN THE CABIN
• With the exception of guide dogs for blind passengers, only small pets weighing 5 kg or
less may be carried in the cabin.
• Prior Company approval must have been obtained.
• Such approval will stipulate that the pet shall be carried in a suitable leak-proof
container or bag size 45 x 35 x 20 cm and must stay in the container/bag, on the floor,
for the duration of the flight.
• The passenger, under whose care the pet travels, must be in possession of all
documents required by the authorities at destination.
• Carriage of rodents is only permitted by prior permission of the Operations Manager.
• The Commander and handling staff shall ensure that no animal is carried in the cabin,
which may impede an emergency evacuation.
Note 1: For allocation of seats to a person with a guide dog or a pet animal refer to
GB 8.2.2.2.
Note 2: UK Regulations forbid the carriage of animals in the cabin whether INBOUND
or OUTBOUND
 IN THE CARGO COMPARTMENTS

8.2 - 19
The carriage of live animals in cargo compartments shall take the specific needs of the animals
into account. The basic environmental requirements shall be ascertained from all sources
available. The temperature range and oxygen requirements must be matched by the heating
and ventilation capability of the cargo compartment provided. Feeding requirements must also
be met.
Stowage and loading of animals shall follow the principles outlined in GB 8.2.2.6 and
GB 8.2.2.7 and the following specific guidelines in GB 2.1.1.1.4
BOEING 737-800 Type Specific Instructions for carriage of live animals
This chapter provides information for carriage of specific animals, on board of ECA B737-800
aeroplanes.
The following table summarizes the dimensions of the 737-800 cargo holds and the range of
the internal climate conditions:
737-800 Compartments Volumes, Length & Temperatures:
B737-800 FWD HOLD AFT HOLD DIMENSIONS
Volume 670 550 Cu. Feet
Compartments Data Volume 19 24 Cu. Meters
Length 760 1080 Cm
Door size LxH 48 x 35 48x32 Inch
Door size LxH 120 x 89 120 x 84 Cm
Temperature - Summer Temp +5 - +10 +2 - +10 Celsius
Temperature - Winter Temp +2 - +8 -2 - +7 Celsius
The cockpit has No control on the temperatures in the aeroplane forward and aft
compartments.
Source of FWD heat is from electronic equipment cooling as hot air is exhausted under
compartment floor. Source of AFT heat is passenger cabin air as it flows through the return
grills next to the aft compartment.
Forward compartment – The temperatures in the front hold are higher than those in the aft
hold and preferred for winter flights. Warmest location is the forward part of the forward
compartment - good for cold sensitive animals and cold blooded like reptiles.
Aft compartment is cooler, bigger and better for transporting in hot weather. It is also
recommended for odorous cargo as there is low chance of odours reaching the passenger
cabin from that location.
The following table provides estimated temperature ranges for summer and winter flights
according with expected cruise level 25,000 feet and 35,000 feet at 0.78 Mach:

8.2 - 20
Fwd Aft Fwd

B737-800 Ground Compt Compt Compt Aft Compt
Temp. °C 35000 ft
25000 ft 25000 ft 35000 ft
Cold Day Below 0 3 -1 0 -4
Standard
10 – 25C° 14 9 5 1
day
Hot day Above

23 18 15 10
32C°
Temperature range of 2 to 14 degrees centigrade is normally maintained in the holds.

Temperatures of 0 to 10 degrees in the aft hold and slightly (5 C) higher in the front hold exist.
All the above temperatures apply to minimum distance of 30 cm from walls, far from door and
above floor. It takes the A/C one hour to reach it's steady state conditions.
Temperature at holds may drop considerably when cruising in extreme cold weather
(recommended consider lower cruise altitudes) and, on other hand, Temperatures in holds may
increase to above 40O C during taxi and climb if ground temp is above 32O C.
When ground temperature is above 32O C, the compartments temperatures can rise to 40O C at
the climb out before cooling. It is recommended to cool the compartments with fans or air-
condition external units before loading the animals. Door must be maintained fully open until
pushback. If possible, doors will remain open after pushback up to engine start. Ground time
after door close must be reduced to minimum.

8.2 - 21
PROCEDURE
Transportation of live animals depends on many variables in addition to temperature and
ventilation conditions, i.e. outside temperature, ground time, flight duration, weather conditions,
etc. Here are the temp ranges most animals will endure:
Animal temperature guidelines
ANIMAL TYPE Optimum T° C Max T° C Min T° C
Most Animals 21-24 36 4-13
Heavy Coated 16 29 2
Reptiles 27-29 40 20
Additional environment factors: Cargo pressure altitude - controlled to about 8,000 feet
altitude during cruise and does not affect most animals.
The best humidity range for most animals is 40-55% and this range is normal in the cargo
compartments. For tropical animals and monkeys - best is 75%. Short ground time will reduce
the rise of humidity to above animal limits.
Cargo lighting – darkened cargo compartment is preferred to keep most animals (except birds)
calm and decrease their activity and CO2 generation rate. Big animals should be loaded at
least 15 minutes before door close in order to get accustomed to their new environment.
To increase Temp- Raise cages or cargo from floor by foam blocks or euro pallets. Always try
locate cages on wooden euro pallets.
Compartment noise – during flight noise levels are acceptable for most animals. During
preloading caution must be taken to avoid animal's exposure to extreme noise levels that
humans need earmuffs.
Cages of the animals must be less than the inner dimensions of 120 cm width of floor, 140 cm
length and less then 80 cm of door height. Cages must be tied to the pallet and pallets are
recommended to be tied to A/C floor (If possible).
All Cages must comply with IATA live animals carriage regulations.
When carrying large quantities it is recommended to divide the animal shipments between
the Forward and the Aft compartments to achieve maximum Ventilation for the animals.
List of Animals and acceptable quantities that can be carried, if all conditions stated in this
manual prevail, without additional special ECA OPS or Engineering instructions.

8.2 - 22
Authorised Animals to be carried by ECA in 737-800 cargo holds
TYPE WEIGHT QUANTITY LOCATION ON COMPARTMENT

Kgs AEROPLANE FREE SPACE
Cats 4 15 FWD or AFT 4 meters
Dogs – mid 10 10 FWD or AFT 4 meters
Dogs – big 20 10 FWD or AFT 4 meters
Monkeys 15 10 FWD or AFT 4 meters
Birds* 0.15 250 FWD or AFT 4 meters
Big Birds* 5 10 FWD or AFT 4 meters
Tiny
0.04 1000 FWD or AFT 4 meters
Animals*
Small
0.4 200 FWD or AFT 4 meters
Animals*
* - Animals carriage limited to 4 hours flight time.

The above quantities are for one compartment – It is most recommended to divide the
shipment to 2 compartments and use half of the required comp free space at each
compartments volume. For bigger quantities you should obtain instructions and authorization
from ECA OPS and Engineering.
Odorous (smelling) animals, such as sheep (or minks), are not allowed to be carried in the
forward compartment as smell may enter the ventilation system. Large quantity of coated
animals such as sheep can trigger the smoke. Large quantities of regular animals may also
cause smell penetration. Aft Comp is always preferred for odorous animals.
Separation – Animals that are natural enemies (such as dog and cat) should never be carried
at the same compartment. The presence, s mell and sound of their opponent may cause them
stress, shock and even death
Locating the cages at aeroplane – They must be at least 30 cm from door and walls and as
much of spacing as possible between cages and other cargo. Pallets must be located close to
doors to enable ventilation.
No dry Ice will be carried in cargo compartments with animals.
Most difficult conditions will be after animals loading until climb. Animals must be loaded last,
located next to the doors. Doors must be left open (full in summer, partially open in winter) until
pushback. Pilots must endeavour to reduce ground time to minimum.
Taking account of the weather conditions, flight duration and type of animals to be carried, the
Commander shall finally decide for the acceptance and location of the special load.

8.2 - 23
8.2.2.7.5 PERISHABLE CARGO

Perishable goods are those whose condition or suitability may deteriorate if exposed to undue
changes in temperature or humidity, or delay in carriage. They shall only be accepted for
carriage when it is reasonably certain that they will reach destination in good condition.
Therefore, it is mandatory that the shipper provides instructions as to the maximum acceptable
duration of transportation and any required special handling.
This will enable the Company to make appropriate en-route arrangements. The temperature
range and ventilation requirements of such cargo must be matched by the capabilities of the
cargo compartment provided. Perishable cargo shall be accessible, without needing to be
offloaded, whenever any handling is required at a transit or the destination station. Perishables
refrigerated with wet ice or containing fluid or moisture, which could leak out, shall be treated as
wet cargo (refer to GB 8.2.2.7.2). Perishables refrigerated with dry ice fall under the provisions
of GB 9.0. Foodstuffs and shall not be loaded together with poisons, infectious substances nor
in close proximity of live animals and non–cremated human remains (refer to GB 8.2.2.10).
The handling staff shall, by Special Loads Notification, inform the Commander before departure
of all perishables carried and their location. All downline stations shall be informed by
appropriate messages. Where necessary, the devices used in carriage shall be thoroughly
cleaned and disinfected immediately after unloading.
8.2.2.7.6 HUMAN REMAINS

Non-cremated human remains shall be contained in a hermetically sealed inner coffin of lead or
zinc inside a wooden coffin. The wooden coffin may be protected by outer packing and should
be covered by canvas or tarpaulins in such a way that the nature of its contents is not apparent.
Such human remains shall not be loaded in close proximity of food for human or animal
consumption or edible materials (refer to GB 8.2.2.10).
Mourning ceremonies on the apron should be avoided.
The Commander and the downline stations shall be informed by Special Loads Notification.
8.2.2.7.7 CARRIAGE OF MAIL, VALUABLES AND WEAPONS

The carriage of mail, valuables and unloaded weapons have no other relevance to the safety of
the aeroplane, its occupants and load than any other neutral cargo. GB 8.2.2.6 applies for
properly securing these items.
However, the potential destructiveness of weapons requires their transportation to follow certain
approvals and provisions, which are outlined in GB 9.0.
In order to secure mail, valuables and weapons against damage, pilferage or theft the Company
will discuss and agree appropriate provisions for storing, loading, transport, unloading and,
again, storage with the shipper and, where necessary, he recipient.
The Commander shall be appropriately briefed prior to departure orally, and by “Special Loads
Notification”. The downline station will be informed appropriately, i.e., where necessary by
coded messages, receipt of which shall be confirmed / ascertained before arrival of the
aeroplane at the downline station.

8.2 - 24
8.2.2.8 CLASSIFICATION OF LOAD COMPARTMENTS

For the designation of aeroplane holds, compartments, bays and cabin the following definitions
shall be used:
• BAY – A subdivision of a containerised / palletised compartment, i.e., ULD position.
• CABIN – The compartment of an aeroplane where passenger seats are installed.
• CABIN SECTION –Resulting from division of the cabin into zones for the purpose of
balance.
• COMPARTMENT – A space designated within a hold.
• DECK – A structural floor level. For aeroplane having one structural level only, this floor
level shall be referred to as the main deck. For aeroplane having more than one
structural floor level the different levels shall be referred to as lower deck, main deck
and upper deck, starting from bottom to.
• HOLD – The space confined by ceiling, floor, walls and bullhead, used for carrying
load.
• LEFT / RIGHT – To be understood as left and right in the direction of flight.
• SECTION – A subdivision of a non-containerised / palletised compartment, i.e., net
section.
Each Operations Manual (Part B) (AOM) shall provided information on which cargo
compartment classification (A, B, C, D, E) is applicable for an individual compartment.
JAR 25.857 provides the following cargo compartment classification:
 Class A
A Class A cargo or baggage compartment is one in which:
 The presence of a fire would be easily discovered by a crew member while at
his station, and
 Each part of the compartment is easily accessible in flight.
 Class B
A Class B cargo or baggage compartment is one in which:
 There is sufficient access in flight to enable a crew member to effectively reach
any part of the compartment with the contents of a hand fire extinguisher,
 When the access provisions are being used no hazardous quantity of smoke,
flames or extinguishing agent will enter any compartment occupied by the crew
or passengers, and
 There is a separate approved smoke detector or fire detector system to give
warning to the pilot station.
 Class C
A Class C cargo or baggage compartment is one not meeting the requirements for
either a Class A or B compartment but in which:
 There is a separate approved smoke detector or fire detector system to give
warning at the pilot station,

8.2 - 25
 There is an approved built-in fire-extinguishing system controllable from the

pilot station,
 There are means to exclude hazardous quantities of smoke, flames, or
extinguishing agent from any compartment occupied by the crew or
passengers, and
 There are means to control ventilation and draughts within the compartment so
that the extinguishing agent used can control any fire that may start within
the compartment.
 Class D
A Class D cargo or baggage compartment is one in which:
 A fire occurring in it will be completely confined without endangering the safety
of the aeroplane or the occupants,
 There are means to exclude hazardous quantities of smoke, flames or other
noxious gases, from any compartment occupied by the crew or passengers,
 Ventilation and draughts are controlled within each compartment so that any
fire likely to occur in the compartment will not progress beyond safe limits,
 Consideration is given to the effect of heat within the compartment s on
adjacent critic al parts of the aeroplane,
 The compartment volume does not exceed 1,000 cubic ft.
 For compartments of 500 cubic ft or less, an airflow of 1,500 cubic ft per hour is
acceptable.
 B737-800 cargo compartments are Class D.
 Class E
A Class E cargo compartment is one on aeroplane used only for the carriage of cargo
and in which:
 There is a separate approved smoke or fire detector system to give warning at
the pilot station,
 There are means to shut off the ventilating airflow to, or within, the
compartment, and the controls for these means are accessible to the flight
crew in the crew compartment,
 There are means to exclude hazardous quantities of smoke, flames, or noxious
gases, from the flight crew compartment, and
 The required crew emergency exits are accessible under any cargo loading
condition.
8.2.2.9 DANGEROUS GOODS

See GB 9.0.
8.2.2.10 INCOMPATIBILITY CHARTS OF DANGEROUS GOODS

Incompatibility charts in GB 9.0 and the Operations Manual (Part B) (AOM) provide guidance on
load incompatibilities; some dangerous goods may either be incompatible with other loads or

8.2 - 26
react dangerously with each other in case of damage; as already outlined above, certain types
of special loads may also not be loaded close to each other. Aeroplane type specific load
incompatibility charts (Operations Manual (Part B)(AOM) shall also specify permissible loading
positions, or conversely, prohibited positions.
8.2.2.11 POSITIONING OF GROUND EQUIPMENT

Only appropriately trained Eurocypria staff or other handling agent staff may operate mobile
ground equipment in the proximity of the aeroplane.
The pattern to be flowed, for a given type of aeroplane, in positioning loading and servicing
equipment is published in the respective Operations Manual (Part B) (AOM).
Ground equipment shall not approach the aeroplane until all engines have been shut-off and
the aeroplane’s parking brakes have been set or the chocks are in position. In most
aerodromes no ground personnel will approach an aeroplane as long as the anti-collision
beacon is on.
Note: When, in exceptional cases, one engine must be kept running (e.g., when no APU is
available) ground equipment shall only approach that side of the aeroplane where all
engines have been cut. The Commander and the ground handling staff shall,
beforehand, have agreed on the course of action to be followed.
Steps / passenger jetways and catering trucks shall principally be positioned at the aeroplane
prior to opening the respective cabin doors, see GB 8.2.7.11 and 8.2.7.12.
Sufficient distance between ground equipment and the aeroplane shall be maintained in order
to avoid damage caused by vertical movement of wings/fuselage during unloading / loading /
refuelling / defuelling. Utmost care shall be taken in shifting ground equipment in the
aeroplane’s vicinity.
Fuel hoses (see also GB 8.2.1) and connections shall never be run over by ground equipment.
Loading and servicing equipment shall not be positioned or manoeuvred under the wings.
With the exception of fuel trucks, mobile equip ment shall not be positioned within the venting
areas during fuelling / defuelling (see also GB 8.2.1).
Equipment when parked away from, or positioned at, the aeroplane shall have parking brakes
set.
Equipment approaching, manoeuvring at or leaving the aeroplane shall not be driven faster
than at walking speed.
Aeroplane and pedestrians have the right-of-way. Equipment should never move across the
path of taxiing aeroplane or of embarking / disembarking passengers. Personnel shall not ride
on elevating platforms of moving ground equipment.
8.2.2.12 OPERATION OF AEROPLANE DOORS

Aeroplane type-specific normal, abnormal and emergency procedures, concerning the
operation of the cabin and compartment doors, are specified in the respective Operations
Manual (Part B) (AOM).
The following general guidelines shall be observed:

8.2 - 27
Normally, cabin and compartment doors, upon arrival, shall not be opened until all engines
have been shut down and the aeroplane’s parking brakes have been set or the chocks are in
position.
Conversely, all doors shall be closed and locked before start of engines.
Note : When, in exceptional cases, one engine must be kept running (e.g., when no APU
is available) doors may only be opened at the aeroplane’s side where all engines
have been cut. The Commander and the ground staff shall, beforehand, have
agreed on the course of action to be followed, see also GB 8.2.7.11.
All cabin, i.e., passenger and service, doors shall normally be opened and closed by members
of the operating crew only, i.e., from inside, or, in exceptional cases, by trained handling staff
from in- or outside.
When opening such a door from outside, the respective staff member shall ascertain by
knocking at the door, that nobody is standing in the danger area on the inside and that the
escape slide is disarmed.
Whenever steps / passenger jetways (see also GB 8.2.7.11) or catering trucks are used, the
design of which does not permit opening or closing the doors when the equipment is in position,
the respective doors shall only be opened immediately prior to the positioning of the equipment
and closed immediately after the equipment has been removed. See 8.2.7.12. for procedures
specific to the operation of service doors.
The handling staff shall normally operate cargo and lower compartment doors.
 PROCEDURES FOR SERVICE DOORS
• As a general rule, service doors are to be kept closed. If deemed necessary, to improve
ventilation for example, the Commander may ask that a service door is kept open, but it
must then be ensured that no servicing is about to take place.
• When it is necessary to open a service door in order to carry out a specific task, e.g. to
change the waste bin plastic bag or to make any visual observation, the door should be
closed again as soon as the task is finished.
• FOR THE LOADING OF THE CATERING OR THE LIFT-ON/LIFT- OFF OF
WHEELCHAIR PASSENGERS, THE DOORS MUST BE OPENED ONLY AFTER THE
PLATFORM HAS BEEN PLACED INTO ITS FINAL POSITION AND A 'KNOCK' IS
RECEIVED FROM OUTSIDE.
• AT AERODROMES WHERE IT IS IMPOSSIBLE TO PLACE THE CATERING
PLATFORM WITHOUT FIRST OPENING THE DOOR, A CABIN CREW MEMBER
MUST ALWAYS BE PRESENT AT THE DOOR WHILE THE PLATFORM IS BEING
PLACED TO ITS FINAL POSITION.
Senior Cabin Crew Members are to ensure that the above procedure is strictly adhered to and
should explain the possible consequences of not following this procedure to their cabin crew
members.
 MANUALLY OPERATED DOORS
Their operation does not require special training, but shall have been demonstrated to the staff
concerned before they are permitted to operate such doors.

8.2 - 28
 ELECTRICALLY, PNEUMATICALLY OR HYDRAULICALLY OPERATED DOORS

No person shall operate such doors without having received prior theoretical / practical training
by properly qualified staff. For such training, the Company via the respective Operations
Manual (Part B) (AOM), shall provide detailed descriptions of such doors and their operation.
Note 1: For the operation of aeroplane doors in strong winds refer to the Operations
Manual (Part B) (AOM), which specifies maximum permissible wind speeds and
other particulars to be observed.
Note 2: If difficulties occur when attempting to close doors in strong winds the aeroplane
shall be moved in order to position the doors concerned on the downwind side.
8.2.2.13 SAFETY ON THE RAMP, INCLUDING FIRE PREVENTION, BLAST AND

SUCTION AREAS
The provisions of GB 8.2.1, GB 8.2.2.1, GB 8.2.7.11, GB 8.2.7.14, GB 8.2.7.15 and GB 9.0
have all been developed in order to secure the safety on the ramp of all aeroplane, crews,
passenger’s staff and load, the following additional provisions shall be observed:
• No unauthorised persons shall enter the ramp.
• Smoking and the use of open fire are strictly prohibited.
• Ramp surfaces shall be frequently checked to prevent accidents caused by slipping /
skidding on oil, ice or snow; such check shall, as far as possible, also serve to detect
foreign objects on the ramp surfaces which must be removed in order to prevent
“foreign object damage - FOD” to the tyres and other parts of the aeroplane, and to
preclude “foreign object ingestion” by an engine.
• Ramp personnel shall war ear protection permanently, crewmembers shall do so while
on the ramp.
Note: All personnel, while on the ramp must wear the yellow high visibility vest or
jacket.
• The responsible staff member in charge shall ensure that the security zones around the
suction and blast areas of the individual aeroplane are observed and that no personnel
or equipment are within such zones when the signals for engine start-up are given (for
safety distances refer to Operations Manual (Part B) (AOM).
• As outlined in GB 8.2.1, during fuelling / defuelling no vehicles (except fuel trucks) shall
be positioned within the venting areas. In addition, whenever fuels other than Jet A1 are
being uplifted, no electrical appliances shall be connected or disconnected within the
venting areas. Normally, the fuel vents are located at the wing tips and for aeroplane
with tail tanks at the tip of the right – hand part of the stabiliser. For detail see
Operations Manual (Part B).
• Whenever fuel has been spilled, fuelling / defuelling shall be stopped immediately. It
shall be removed or dried up immediately in the presence to the fire service (see GB
8.2.1).
• Certain systems of the aeroplane shall not be operated on the ramp (e.g., weather
radar, or while fuelling / defuelling, HF radio transmitter). Refer to respective Operations
• Use of mobile phones in the aircraft parking area is prohibited as it endangers the
safety of parked and/or taxiing aircraft.

8.2 - 29
8.2.2.14 START-UP, RAMP DEPARTURE AND ARRIVAL PROCEDURES

The marshaller’s signals are depicted in the OM (A) Chapter 12 “Rules of the Air”.
Signals for engine start-up shall only be given after the staff member in charge has ascertained
that the security zones around the suction and blast areas have been and after he has given
“clearance of start-up”.
Depending on the type of aeroplane, the ground to cockpit communication shall normally be
performed by means of a headset. If that is impossible, the hand signals of the as depicted in
Chapter 12 shall be used. After disconnection of the headset, hand signals only apply. For type
specific procedures and provisions see Operations Manual (Part B) (AOM).
Normally, engine starting during pushback and towing is permitted.
Upon arrival, hand signals only shall be used from ground to cockpit for “Chocks are in
position”, and “Shut down engines”.
This does, of course, not preclude the cockpit personnel from re–checking, via the headset or
visually, that chocks are indeed in position.
The flashing of Landing/Taxi lights to attract the attention of ground crew must be avoided at all
times. Wing lights may be used instead.

8.2 - 30
For communication between flight deck and ground, the following phraseology shall be
used:
Cockpit Ground
ENGINE START
"Ground from cockpit". "Go ahead".
"Ready to start all engines". "All engines clear".
"Ready for ground air". "Ground air available".
"Remove external electric". "External electric removed".
"Remove ground air". "Ground air removed".
PUSHBACK
"Ready for pushback". "Steering bypass. Release brakes". *
"Brakes released". "Pushing back".
When pushback is complete:
"Set parking brakes".
"Parking brakes set". ** "Tow bar removed. Steering normal".
When ready for taxi:
"Prepare aeroplane for taxi, standing by for hand "Preparing aeroplane for taxi, stand by for
signal on left-/right-hand side." *** hand signal from the left".
TAXI IN AND PARKING
"Connect external power". "External electric connected”. Release
"Brakes released".
* This either means "Steering bypass pin inserted" or, for aeroplanes not designed with a steering
bypass, is a request that flight crew shall not operate nose wheel steering.
** This also implies that the brake pressure is checked.

*** When "clear" salute or hand signals have been received and acknowledged, the Commander
shall challenge the Co-Pilot: "Clear on the right."

8.2 - 31
After arrival at ramp position parking brakes shall not be released until all engines have been
shut down and until the cockpit personnel have ascertained that chocks have been inserted,
and that the aeroplane is not moving.
The flight deck personnel shall carefully evaluate the situation around the aeroplane,
particularly the distances to other aeroplane and objects, select an appropriate taxi speed and
handle throttles accordingly to minimise blast effects and noise, particularly on start of taxi- roll
from standstill.
A high degree of awareness is required for all low visibility taxi operations. In order to render the
aeroplane visible to other traffic, display of all lights (including strobe lights) is recommended
unless own vision is thereby impaired. However, care shall be taken not to blind other traffic or
ground handling staff.
Note 1: A person may only taxi Eurocypria aeroplanes on the movement area of an aerodrome
if he is:
• Authorised and found competent by the Company, and
• Competent to taxi the aeroplane and to use the required means of communication, and
• Instructed in respect to aerodrome layout, routes, signs, marking, lighting, ATC instruction,
and all applicable procedures.
Note 2: For ramp operations in ice, snow or freezing precipitation refers to GB 8.2.4.13.
RUNWAY INCURSION AVOIDANCE PROCEDURES

Runway incursion is the unintended presence of an aircraft, vehicle or person on the runway
or runway strip. It is considered one of the most serious safety issues in airport operations.
In order to avoid runway incursion please observe and follow the rules below:
 Aircrew should carry out a pre-departure briefing to include expected taxi route and
restrictions. At busier airports standard routeings are used more often than not and
should be briefed accordingly.
 Plan checklist activity so as not to coincide with entering or crossing active runways.
Maintain full concentration of all aircrew on the runway traffic situation.
 Aircrew should have the airport diagram available for use. Pay particular attention to
‘Hotspots’ and temporary situations such as work in progress etc.
 Write down instructions and query any uncertainties. Review actual route given prior
to commencing taxi.
 Both pilots should monitor the ATC frequency when a clearance is issued and be in
agreement with the instructions received. This is especially relevant to all instructions
that include a runway crossing, take-off or landing clearance.
 Always taxi defensively and DON’T RUSH.
 Prior to entering or crossing an active runway, verbally confirm clearance with other
crew members and visually scan runway and approach area.
If at anytime there is any doubt the ASK for clarification.
 Ensure readback of ALL instructions containing clearances to enter or cross active
runways.
 Always use standard phraseology to avoid misunderstandings. Speak slowly and
clearly.

8.2 - 32
 Continuously monitor position against airfield map to reconfirm position. This may be
achieved by assigning one crew member to specifically carry out this task. This is
particularly relevant during Low Visibility operations.
If any doubt exists ASK for clarification.
 In reduced visibility, consider using external lighting when the aircraft is moving –
fixed navigation lights, wing inspection lights, taxi lights etc. when entering the
runway, illuminate logo light, strobes and landing lights.
 Prior to entering an active runway or whilst on final approach, monitor the ATC
frequency to enhance awareness of the traffic situation. Use all means available to
check traffic i.e. all eyes on the flight deck, TCAS etc.
 When you reach the front of the departure queue do not assume you will be next to
depart. An aircraft not visible to you may be departing from an intersection.
 Head down time should be kept to a minimum during the taxi phase.
 Do not taxi into position on the runway and hold for an extended period of time
without notifying ATC.
 Never cross red stop bars especially when entering or crossing an active runway. In
exceptional circumstances, having received unambiguous instruction and reasoning,
continue as ins tructed.
COLLISION AVOIDANCE DURING TAXI – CREW RESPONSIBILITIES

Taxiing an aircraft on the ground is a very critical manoeuvre considering the continued
increase of ground traffic on most European Airports.
Therefore by maintaining good concentration, extra vigilance and a good lookout by both
pilots, keeping the copying of clearances or reading the checklist to the minimum will
reduce the chance of a probable collision. Taxing in low visibility necessitates even greater
concentration by the pilots as well as the need to be knowledgeable of the normal lighting
or aerodrome markings.
Apart from the above, you may use the following techniques when taxiing on complicated
taxiway routes; these techniques are also very useful during taxiing in low visibility:
1. While taxiing the PM may orientate the taxiway chart with the aeroplane’s current
Heading.
2. By frequently checking the aeroplane’s current Heading with the taxiway track is a
good method to confirm that you are on the correct taxiway. This method becomes
even more useful in low visibility conditions. Whenever you are uncertain about the
aeroplane’s position or you approach a turn or another taxiway in low visibility and
still some uncertainty exists, use the aeroplane’s current Heading to orientate the
taxiway chart trying to locate your exact position.
3. Finally, always have in mind that whenever in doubt the best course of action is
to STOP the aeroplane and call for assistance before you proceed any further.

8.2 - 33
8.2.2.15 SERVICING OF AEROPLANE

Refuelling / defuelling (GB 8.2.1), de-icing and anti-icing (GB 8.2.4), embarkation /
disembarkation of passengers (GB 8.2.2.1), loading / unloading and securing of items (GB
8.2.2.6), the handling of special loads (GB 8.2.2.7), and Dangerous Goods (GB 9.0), positioning
of ground equipment (GB 8.2.7.11) and the operation of aeroplane doors (GB 8.2.7.12) all form
apart of an aeroplane’s servicing. They have been described in the chapters specified above.
For handling and servicing the aeroplane on the ramp in strong winds, refer to the Operations
POTABLE WATER
Potable water systems are susceptible to contamination by bacteria and other micro-organisms.
It is therefore essential that such water is free from chemical substances / micro-organisms
which might cause illness, and that it is chlorinated. Eurocypria ensures that suitable
bacteriological examinations of water samples taken from water supply systems, servicing
vehicles and aeroplane water systems are carried out at least four times a year. Potable water
services shall not be filled up from the same tap as toilet services. Potable water services and
toilet services shall not be parked in the same area. Personnel engaged in toilet servicing shall
not perform water service.
The Customer Services department or Handling Agent will normally advice Operations Control
of any station (normally on ad-hoc flights) where potable water might not be available or
suitable.
According to international regulations “every port and aerodrome shall be provided with an
effective system for the removal and safe disposal of excrement, refuse, waste water,
condemned food, and other matters dangerous to health”. The Company’s handling agent will
provide warning when the removal of waste at a specific aerodrome is not ensured. Operations
Control must relay such information to the flight deck and cabin crews.
OXYGEN
Special safety provisions shall be observed when oxygen bottles of the aeroplane are being
filled or exchanged (i.e. connection (disconnection to / from system):
• No passenger shall be on board,
• No ground power unit shall be connected or disconnected,
• The Operations Manual (Part B) (AOM) specifies which electrical systems shall be “OFF”
or, alternatively, shall not be operating,
• No fuelling / defuelling is permitted,
• Filling / exchanging is not permitted during a thunderstorm.
CLEANING OF CABIN
Cleaning should have been finished, and cleaning personnel should have left the aeroplane
before passenger embarkation.
If passengers stay on board during transit, cabin cleaning should be performed in such a way
as not to disturb the passengers.
The flight deck may only be cleaned under supervision of an authorised employee contracted
by the Company.

8.2 - 34
8.2.2.16 DOCUMENTS AND FORMS FOR AEROPLANE HANDLING

DOCUMENTATION
(Refer also GB 8.1.12) The following documentation or copies thereof shall be carried on board,
and shall be, within a reasonable time of being requested to do so by a person authorised by an
Authority, produced by the Commander of the aeroplane to that person:
• Journey Log (Flight Report)t,
• Operational Flight Plan (OFP), ATS Flight Plan (in case of “repetitive” (stored “) flight
plans, the appropriate detail),
• Current maps, charts, and associated documents or equivalent data to cover the intended
operation of the aeroplane including any diversion, which may reasonably be expected,
• NOTAM / AIS / MET briefing documentation’s,
• Mass and Balance Documentation, Takeoff Data Sheet,
• Special Categories of Passenger Notification,
• Special Loads Notification, Dangerous Goods Notification,
• Dangerous Goods Transport Document,
• General Declaration (if applicable),
• Passenger Manifest(s), Cargo Manifest(s) (if applicable),
• Air Mail Documents.
FORMS
• Air Safety Report,
• Flight Report,
• Take-Off Data Card,
• Runway Performance,
Note : For storage periods refer to GB 2.1.4.
8.2.2.17 MULTIPLE OCCUPANCY OF AEROPLANE SEATS

Multiple occupancy of crew seats, whether by crew members or by passengers, is strictly
prohibited.
For multiple occupancy of a passenger’s seat, refer to GB 8.2.2.2 and GB 8.3.11.2.
8.2.2.18 SMOKING REGULATIONS

Aerodrome authorities prohibit smoking in designated areas of the terminal buildings as well as
on the ramp. Refer to GB 8.2.1.2, GB 8.2.1.3, GB 8.2.2.1, and GB 8.2.7.13. As far as smoking
on board is concerned, refer to GB 8.3.15.9.

8.2 - 35
8.2.3 PROCEDURES FOR THE REFUSAL OF EMBARKATION
A passenger shall be refused carriage and / or removed from the aeroplane when, in the
exercise of reasonable discretion, the handling staff or the Commander decides that
Such action is necessary in the interest of safety of the aeroplane or its occupants, or
Such action is necessary to prevent violation of laws, regulations or decrees of any country to
be flown from, into or over, or
The conduct, behaviour or appearance of the passenger make him objectionable to other
passenger, or
The age or mental or physical condition to the passenger is such as to require special
assistance, which cannot be provided.
Any person who appears to be under the influence of alcohol or drugs to the extent that the
safety of the aeroplane or its occupants is likely to be endangered shall be refused
embarkation.
The above requirements imply, of course, that the cabin crew shall, in flight, be discreet in
serving alcoholic beverages to passengers. No such beverages shall be served to passengers
who appear to be on the verge of intoxication, or to inadmissible / deported passengers or their
escorts or to passengers or other persons admitted to the flight deck. No person shall be
allowed to drink any alcoholic beverage unless staff of the operator has served that beverage to
him.
This requirement does not apply to medical patients who, even though under the influence of
drugs, are under proper care, i.e. the requirements of GB 8.2.2.3 must have been met and,
where considered necessary by the person issuing the written report on fitness for travel, an
escort has been provided.
Whenever it becomes necessary to remove a passenger from an aeroplane in accordance with
GB 8.2.3, the flight crew shall inform the handling staff who, in turn, will initiate the appropriate
action, if necessary calling upon the service of law enforcement officers.

8.2 - 36

8.2 - 37
8.2.4 DE-ICING AND ANTI-ICING ON THE GROUND
8.2.4.1 GENERAL
The following information is an excellent general introduction and guide for winter operation. For
any B737 type specific information and procedures refer to ECA BOEING 737 OM Part B
Most of the difficulties during Cold Weather Operations are encountered on the ground.
Consequently, awareness and anticipation of specific situations are required by all personnel
associated with the operation of aeroplanes.
Any deposit of frost, ice, snow or slush on the external surfaces of an aeroplane may drastically
affect its flying qualities because of reduced aerodynamic lift, increased drag, modified stability
and control characteristics. Furthermore, freezing deposits may cause moving parts, such as
elevators, ailerons, flap actuating mechanism etc., to jam and create a potentially hazardous
condition.
Engine / APU / System performance may deteriorate due to the presence of frozen
contaminants to blades, intakes and components. Also, engine operation may be seriously
affected by the ingestion of snow or ice, thereby causing engine stall or compressor damage. In
addition, ice/frost may form on certain external surfaces (e.g. wing upper and lower surfaces,
etc.) due to effects of cold fuel/structures, even in ambient temperatures well above 0°C.
It is imperative, therefore, that any deposits adhering to a parked aeroplane are completely
removed (de-icing) and, if conditions exist for the formation of ice before take-off, the
aeroplane horizontal surfaces and controls are coated with an ice-preventing agent (anti-icing)
which will retain its effectiveness for the period between application and take-off (holdover
time).
Under certain meteorological conditions de-icing and/or anti-icing procedures may be ineffective
in providing sufficient protection for continued operations. Examples of these conditions are
freezing rain, ice pellets and hail, heavy snow, high wind velocity, fast dropping OAT or any
time when freezing precipitation with high water content is present. No Holdover Time
Guidelines exist for these conditions.
Specific procedures must be followed when ground de- and anti-icing is necessary. The various
local rules concerning aeroplane cold weather operations are very specific and shall be strictly
adhered to.
A pilot shall not take-off in an aeroplane that has:
frost, snow or ice on any propeller, windshield or power plant installation or on airspeed,
altimeter, rate of climb or flight altitude instrument systems;
snow, slush or ice on the wings or stabilisers or control surfaces, in gaps between the airframe
and control surfaces, or in gaps between control surfaces and control tabs or any frost on the
upper surfaces of wings or stabilisers or control surfaces.
In special situations, flight crews must be encouraged not to allow operational or commercial
pressures to influence decisions.
If there is any doubt as to whether the aeroplane is contaminated - do NOT takeoff.
As in any other business, the key factors to ensuring efficient and safe procedures are:

8.2 - 38
Awareness, Understanding and Communication.

If there is any doubt or question at all, ground and flight crews must communicate with each
other.
8.2.4.2 DEFINITIONS
Abbreviations
°C Degrees Celsius
°F Degrees Fahrenheit
OAT Outside Air Temperature
FP Freezing Point
Active Frost – Active frost is a condition when frost is forming. Active frost occurs when
aeroplane surface temperature is:
at or below 0°C (32°F), and
at or below dew point.
Anti- Icing – A precautionary procedure that provides protection against the formation of frost or
ice and accumulations of snow or slush on treated surfaces of the aeroplane for a limited period
of time (holdover time).
Anti- Icing Fluid – Anti-icing fluid includes but is not limited to the following:
• Type I fluid if heated to min 60° C at the nozzle;
• Mixture of water and Type I fluid if heated to min 60° C at the nozzle;
• Type II fluid;
• Mixture of water and Type II fluid;
• Type III fluid;
• Mixture of water and Type III fluid;
• Type IV fluid;
• Mixture of water and Type IV fluid.
Note: On uncontaminated aeroplane surfaces Type II, III and IV anti-icing fluids are normally
applied unheated.
Check – An examination of an item against the relevant standard by a trained and qualified
person.
Cold-soak Effect – The wings of an aeroplane are said to be “cold-soaked” when they contain
very cold fuel as a result of having just landed after a flight at high altitude or from having been
re-fuelled with very cold fuel. Whenever precipitation falls on a cold-soaked aeroplane when on
the ground, clear icing may occur.
Even in ambient temperatures between -2 °C and +15 °C, ice or frost can form in the presence
of visible moisture or high humidity if the aeroplane structure remains at 0 °C or below. Clear
ice is very difficult to be detected visually and may break loose during or after take-off. The
following factors contribute to cold-soaking:
• temperature and quantity of fuel in fuel cells,

8.2 - 39
• type and location of fuel cells,

• length of time at high altitude flights,
• temperature of re-fuelled fuel and
• time since re-fuelling.
Contamination – Contamination is understood as all forms of frozen or semi-frozen moisture,
such as frost, snow, slush or ice.
Contamination check – Check of aeroplane surfaces for contamination, to establish the need
for de-icing.
The contamination check shall include the detection of clear ice and under-wing frost. For the
limits on the thickness/area of contamination the respective OM Part B has to be consulted.
De-Icing – Procedure by which frost, ice, snow or slush is removed from an aeroplane in order
to provide clean surfaces.
De-Icing Fluid – Such fluid includes, but is not limited to, the following:
• Heated water;
• Type I fluid;
• Mixture of water and Type I fluid;
• Type II fluid;
• Mixture of water and Type II fluid;
• Type III fluid
• Mixture of water and Type III fluid;
• Type IV fluid;
• Mixture of water and Type IV fluid.
Note: De-icing fluid is normally applied heated to ensure maximum efficiency.
De-Icing/Anti-Icing – Is the combination of the procedures described under "Anti-Icing" and
"De-Icing" above. It may be performed in one or two steps.
Freezing Conditions – Conditions in which the outside air temperature is below +3 °C (37.4
°F) and visible moisture in any form (such as fog with visibility below 1.5 km, rain, snow, sleet or
ice crystals) or standing water, slush, ice or snow is present on the runway.
Freezing Drizzle – Fairly uniform precipitation composed exclusively of fine drops (diameter
less than 0.5 mm [0.02 in]) very close together which freezes upon impact with the ground or
other exposed objects.
Freezing Fog – A suspension of numerous minute water droplets which freezes upon impact
with ground or other exposed objects, generally reducing the horizontal visibility at the earth's
surface to less than 1 km (5/8 mile).
Freezing Precipitation – Corresponds to freezing rain or freezing drizzle.
Frost/Hoar Frost – Ice crystals that form from ice saturated at air temperatures below 0 °C (32
°F) by direct sublimation on the ground or exposed objects.

8.2 - 40
Ground Ice Detection System (GIDS) • System used during aeroplane ground operations to
inform the ground crew and/or the flight crew about the presence of frost, ice, snow or slush on
the aeroplane surfaces.
Hail – Precipitation of small balls or pieces of ice with a diameter ranging from 5 to >50 mm (0.2
to >2.0 in.) falling either separately or agglomerated.
Holdover Time – Estimated time period for which an anti-icing fluid will prevent the formation of
frost or ice and the accumulation of snow on the protected surfaces of an aeroplane, under
weather conditions, as specified under 8.2.9.10.
Ice Pellets – Precipitation of transparent (grains of ice), or translucent (small hail) pellets of ice,
which are spherical or irregular and which have a diameter of 5 mm (0.2 i n.) or less. The pellets
of ice usually bounce when hitting hard-ground.
Light Freezing Rain – Precipitation of liquid water particles which freezes upon impact with the
ground or exposed objects, either in the form of drops of more than 0.5 mm (0.02 in) or smaller
drops which, in contrast to drizzle, are widely separated. Measured intensity of liquid water
particles are up to 2.5 mm (0.10 in)/hour or 25 grams/dm2/hour with a maximum of 0.25 mm
(0.01 in) in 6 minutes.
Lowest Operational Use Temperature (LOUT) – The lowest temperature at which a fluid has
been tested and certified as acceptable in accordance with the appropriate aerodynamic
acceptance test while still maintaining a freezing point buffer of not less than:
10°C for a type I de-icing/anti -icing fluid,
7 °C for type II, III or IV de-icing/anti-icing fluids.
Moderate and Heavy Freezing Rain – precipitation of liquid water particles which freezes
upon impact with the ground or other exposed objects, either in the form of drops of more than
0.5 mm (0.02 inch) or smaller drops which, in contrast to drizzle, are widely separated.
Measured intensity of liquid water particles is more than 2.5 mm/hour (0.10 inch/hour) or 25
grms/dm2/hour.
Post Treatment Check – An external check of the aeroplane after de-icing and/or anti-icing
treatment accomplished from suitably elevated observation points (e.g. from the de-icing
equipment itself or other elevated equipment) to ensure that the aeroplane is free from any
frost, ice, snow, or slush.
Pre-Take-off Check – A check to assess whether the applied holdover time is still appropriate.
This check is normally performed from inside the flight-deck.
Pre-Take-off Contamination Check – A check of the critical surfaces for contamination. This
check will be performed when th e condition of the critical surfaces of the aeroplane cannot be
effectively assessed by a pre-take-off check or when the applied holdover time has been
exceeded or if there is any doubt regarding the effectivity of anti -icing. This check is normally
accomplished from outside the aeroplane just before commencing take-off roll.
Rain or High Humidity (On Cold Soaked Wing) – Water forming ice on the wing surface,
when the temperature of the aeroplane's wing surface is at or below 0°C (32 °F).
Rain and Snow – Precipitation in the form of mixture of rain and snow.
Slush – Snow or ice that has been reduced to a soft watery mixture.

8.2 - 41
Snow – Precipitation of ice crystals, most of which are branched, star-shaped or mixed with
unbranched crystals. At temperatures higher than -5°C (23°F), the crystals are generally
agglomerated into snowflakes.
Snow Grains – Precipitation of very small white and opaque particles of ice that are fairly flat or
elongated with a diameter of less than 1 mm (0.04 in.). When snow grains hit hard ground, they
do not bounce or shatter.
Note: For holdover time purposes treat snow grains as snow.
Snow Pellets – Precipitation of white, opaque particles of ice. The particles are round or
sometimes conical; their diameter range from about 2-5 mm (0.08-0.2 in.). Snow pellets are
brittle, easily crushed, they do bounce and may break on hard ground.

8.2 - 42
8.2.4.3 TYPES OF ICING

Frost – Ice-crystal deposits formed on cold, clear nights by sublimation on surfaces which have
a temperature lower than the surrounding air. Such deposits on leading edges and upper
surfaces, even when they are very thin (hoar frost) can seriously affect an aeroplane's
performance. Frost 3mm or less on the lower surface of a wing has no effect and may be
discounted. The OM Part B specifies limits of frost deposits for take-off.
Dry Snow – Fine, powder like snow which does not stick and may be blown or brushed away.
Wet Snow – Has a much higher liquid content and tends to stick on airframe/engine
components and may freeze.
Rime ice – An opaque white or milky deposit formed by the rapid freezing of supercooled water
droplets, trapping air between them, as they impinge upon an exposed aeroplane. In fog, mist
or drizzle conditions with temperature at or below freezing point, rime ice can form on any part
of the aeroplane and may become very thick on the windward side.
Clear ice – A coating of ice, generally clear and smooth, but with some air pockets. It is formed
on exposed objects at temperatures at, below or slightly above the freezing temperature by
freezing of super-cooled drizzle, droplets or raindrops. Since only little air is trapped the result is
a clear or glazed appearance.
Crews must be aware of the difficulty of detecting clear ice and, in some situations, its
presence may only be detected by touch. It can also form on aeroplane surfaces below a
layer of snow or slush.
Significant deposits can form on upper wing surfaces in the vicinity of fuel tanks after refuelling
with low temperature fuel or when sufficient supercooled fuel remains in t anks after a long flight
at altitude. This has occurred with ambient temperatures as high as 14°C. Conversely,
refuelling with relatively warm fuel can cause dry falling snow to melt with the danger of
refreezing on the upper surface of the wing.
8.2.4.4 ENGINE ICING

FAN BLADE ICING
This phenomenon is likely to occur during cold humid days with freezing fog or freezing rain or
when super cool water droplets are present in the air.
Fan blade icing may be formed:
• During approach,
• On the ground at low engine power setting,
• On the ground with engines shut down.
During flight fan blade icing is not a problem. At normal N1 RPM, the centrifugal force created
by the engine rotation is sufficient to shed off the accumulated ice.
Fan blades may also start icing on the ground. Even at low taxiing RPM's the temperature in the
engine intake is lower than ambient temperature. Fan blades may ice even if no other icing is
present. Taxiing RPM is insufficient to create centrifugal force to shed the ice off.
Follow the engine manufacturer's recommendations on engine run-ups during taxi. Ice should
shed off, if it does not, the vibration due to imbalance will be recognized before take-off roll. If
unable to control engine vibration, return to gate and call maintenance.

8.2 - 43
A rather peculiar form of fan blade icing may take place during transit stops when freezing fog is
present. Light wind from the front of the engine is required. Wind makes the engine windmill
slowly during stop. Slowly windmilling blades start to collect ice on the backside of the fan
blades. A slowly rotating fan blade behaves like a wing section. A low-pressure area is created
on the backside of the blades. This induces a slight temperature drop, which is sufficient to start
icing.
This icing may be of clear type, and therefore remain undetectable during the external visual
check. Physical inspection of the fan blades may be considered when conditions for fan blade
icing exist.
This type of ice can be removed only by hot air heating.
Another form of icing may take place when the aeroplane is parked in snowfall with light wind or
no wind and the fan is not rotating or rotating very slowly. Hot air, which exits from engine
interiors, melts the falling snow at the upper part of the engine intake. The resulting water drains
down along fan blades and re-freezes onto lower (cold) part of the engine intake. The lower fan
blades will freeze to the intake casing and N1 RPM is stuck at zero during subsequent start.
Remember the N1 rotation call-out during engine start.
GENERAL ICING
The suction effect of fan and compressor will induce a pressure drop in the engine air intake.
This results also in a temperature drop. This phenomenon is most evident during initial take -off
thrust setting. As a result, during ground operations and during takeoff roll, engine intakes may
start icing even with ambient temperatures well above 0 0 Celsius. If icing is suspected, switch
ON engine anti-icing as recommended by the engine manufacturer.
GUIDE VANE ICING
The fans of big fan engines are not highly susceptible for icing. But stationary inlet guide vanes
of first generation low by-pass engines are.
If inlet guides vanes ice then the compressor inlet flow will be disturbed. Engine stall with loss of
thrust may result. If ice on the inlet guide vanes gets loose, it may cause either mechanical
failure in the engine typically resulting in engine vibration or, if ingested through a hot engine,
compressor stall may result.
NACELLE ICING
The total effect of ice on the engine intake depends on the form of icing on the possible
resulting changes in intake flow patterns. The location of ice on the engine intake, if formed
during approach at relatively low power setting, will be on the front side of the nacelle. When a
higher thrust setting is required, as is typical during go-around, ice at the intake may induce
boundary layer flow separation inside the intake due to the large amounts of intake air required.
A partial stall on fan blade tips may occur. The available thrust could be reduced (with low by-
pass engines a compressor stall might also result). Partial or even almost total loss of thrust
may occur.
SPINNER ICING
Spinner icing is not usually regarded as a serious problem. Therefore spinners are not anti-iced.
However, if ice gets loose from the spinner, it typically enters the combustion chamber. Ice
entering the combustion chamber evaporates explosively causing a pressure shock. This
pressure shock puts out the flame. There have been occasions where ice shedding off from
spinner has caused engine flameouts. To prevent engine flameout due to this reason, some

8.2 - 44
manufacturers require that engine ignition be ON whenever engine anti -ice is selected. This is
to relight the engine after a possible pressure shock. Use engine ignition as recommended by
the manufacturer.
RECOMMENDATIONS
Pay special attention whenever freezing fog, freezing rain or super cooled water droplets are
present in cold humid air masses, on the approach or on the ground.
Engines of parked aeroplane, which have been exposed to heavy snowfall or freezing rain and
strong winds, must be checked before start-up for possible accumulation of snow or ice in the
inlet areas.
Make a thorough check that engine fan blades are free of any form of ice. Under freezing fog
conditions the rear sides of fan blades must be checked. Jet engine compressors should be
rotated to ensure that they have not become frozen in position due to ice in the intakes.
8.2.4.5 DE/ANTI-ICING PROCEDURES

During Cold Weather Operations, two procedures are available, which can also be used in
combination.
De-Icing, where any deposit of frost, slush or ice is completely removed from the wing,
stabilizer and control surfaces. This is usually regarded as one-step procedure.
During Anti-Icing, usually regarded as step two, but also possible as stand alone treatment in
case no prior contamination exists.
The de/anti -Icing process should be continuous and as short as possible. Anti-icing should
therefore be carried out as near to the departure time as operationally possible in order to utilize
maximum holdover time.
Note: De-icing/anti -icing fluids shall be heated according to the fluid manufacturer’s guidelines.
8.2.4.6 HOLDOVER TIME

Holdover protection is achieved by a layer of anti-icing fluid remaining on and protecting
aeroplane surfaces for a defined period of time.
Holdover times are not meant to imply that flight is safe in the prevailing conditions if the
specified holdover time has not been exceeded. Certain meteorological conditions, such as
freezing drizzle or rain, may be beyond the certification envelope of the aeroplane.
During the one-step procedure, holdover time begins at the commencement of de/anti-icing,
whereas with the two-step procedure, holdover time begins with application of the final (anti-
icing) step.
In case the calculated holdover time after anti-icing has expired prior to take-off, complete
de/anti-icing must be performed. It must be assured that previous treatment is completely
washed off or de-iced before a new coating of anti-icing is applied.
Caution: Heavy precipitation rates, high wind velocity or jet blast may reduce holdover
time below the lowest time calculated in tables 8.2.4.8. Holdover time may also
be reduced when aeroplane skin temperature is lower than OAT.

8.2 - 45
8.2.4.7 AEROPLANE DE/ANTI-ICING FLUIDS

FLUID BEHAVIOUR ON AEROPLANE SURFACES
De-icing/anti-icing fluids can be misunderstood to be an equal contaminant on the wing as for
example slush/sleet. Fluids have been tested and manufactured to perform in a certain way.
This has been aerodynamically tested and it is evident that the fluid is sheared from the wing at
takeoff leaving only a marginal film of fluid that does not constitute a notable aerodynamic
effect. Different fluids are thicker than others are (Type-I vs. Type-II/III/IV) and less viscous fluid
drain off easier than thicker fluid. Failed fluid no longer performs aerodynamically as expected.
At this point the fluid is comparable to any other contamination. See also 8.2.9.20 for residue
effects.
TYPE I FLUIDS (un-thickened type)
The freezing point of the type I fluid mixture used for either one-step de-icing/anti-icing or as a
second step in the two-step operation shall be at least 10°C (18 °F) below the ambient
temperature.
Due to its properties, Type I fluid forms a thin, liquid-wetting film on surfaces to which it is
applied, which gives a reduced holdover time depending on the prevailing weather condition.
Type I fluids provide protection mainly against re-freezing in conditions where precipitation is
not expected. However, due to low viscosity , it provides only limited anti -icing protection during
freezing precipitation. It is used predominantly for removing frozen deposits from aeroplane
surfaces, either as the first step in a two-step operation or where precipitation has stopped.
With this type of fluid, increasing the concentration of fluid in the fluid/water mix does not
provide any extension in holdover time.
Note: After a Type I fluid reaches the holdover time limit it may change its condition from fluid
to solid state (ice) in 30 seconds. This is known as a flash freeze.
Branded Type I de-icing fluids are commercially available from, for example:
Shell S7632
Texaco WD-20, WD-30
Bron Union Carbide Corporation 11ADF
Thompson-Hayward Chemical Co. TH
Kilfrost (MIL spec D-8243d)
BASF Aerex 100 DEG
BP Clearwing T1
Hoechst Safewing
As for effective anti-icing an even layer of thickness of fluid is required over the prescribed
aeroplane surfaces, Type I fluids provide only limited holdover effectiveness. Therefore, for
longer anti-icing protection, undiluted, unheated Type II or Type IV fluids shall be used.

8.2 - 46
TYPE II FLUIDS, TYPE III and TYPE IV FLUIDS (thickened type)

These fluids contain a thickener and generally have a lower glycol content in its concentrate
form than Type I fluid thus providing longer holdover time. This effectively means that when
applied to the surface of an aeroplane the viscosity is high, thus allowing the fluid to remain on
and protect against freezing precipitation for a period of time. However, the increasing effect of
the airflow over the wing during the take-off roll will effectively shear the fluid, reducing its
viscosity and allowing it to readily flow off the critical surfaces.
With this type of fluid the holdover time can be extended by increasing the concentration of fluid
in the fluid/water mix up to the maximum holdover time available from undiluted fluid. These
provide it with special viscosity properties, which are a function of the temperature and wind
shear forces.
When the aeroplane is at rest or travelling (taxiing) at low speeds, the fluid forms a uniform film
over wing and tailplane. As soon as the speed exceeds 30 knots or more, the viscosity breaks
down, causing the fluid to flow-off the aerodynamic surfaces. This leaves the aeroplane clean.
The rapid flow-off of Type II fluids is guaranteed even at temperatures of -25 deg C (-13 deg F),
and thus under arctic conditions.
TYPE II FLUID
With Type II fluids AEA specifies a minimum freezing point of -32 °C in undiluted form and -10
°C when diluted with 50% water. A minimum of four hours protection against ice formation at -5
°C under condition of high humidity (surface temperature of -5 °C and air temperature of 0 °C)
is specified. A 30 minutes protection period against freezing rain under conditions of surface
and air temperatures of -5 °C is also specified.
Type II fluids provide protection against re-freezing in conditions of precipitation.
Examples of Type II fluids are:
Kilfrost ABC-3
Hoechst 1704 LTV
SPCA AD 104, AD 99-6
OCTAGON “Forty below”
TYPE III FLUID

Type III fluid is a thickened fluid intended especially for use on aeroplanes with low rotation
speed.
TYPE IV FLUID
This fluid is similar in both composition and operation to Type II fluids. However, through the
use of advanced thickening systems it is able to provide more holdover time than Type II fluids,
when used in concentrated form. As with Type II fluids the holdover time can be extended by
increasing the concentration of fluid in the fluid/water mix. Type IV fluids are usually c olored
green.
Example of Type IV fluids are:

8.2 - 47
Hoechst Safewing MP IV 1957
UCAR AAF – ULTRA
Caution 1: Fluids based on alcohol are prohibited because they can cause window crazing.
Caution 2: The higher viscosity of Type II fluids and Type IV fluids have the advantage of a
longer holdover time but may cause problems to aeroplane types with a low lift-off
speed due to the viscous property. The low lift-off speed might not be sufficient to
allow the fluid to "run back" and disappear from the aero-foil. As a consequence
the centre of pressure will change, resulting in a delayed rotation and lift-off. It is
therefore imperative to check the instructions in the OM Part B/AFM and in the
crew bulletin for winter operation.

8.2 - 48
8.2.4.8 GUIDELINES AND LIMITS
GUIDELINE FOR APPLICATION OF TYPE I FLUID/WATER MIXTURES (MINIMUM

CONCENTRATION) AS A FUNCTION OF OAT
Table 1
One Step procedure Two – Step Procedure

OAT
First Step: Second Step:
De-icing/Anti-icing De-icing Anti-icing (1)
Heated water or a
-3 °C (27°F) heated mix of fluid and Heated mix of fluid
and above Heated mix of fluid and water andwater with a freeze
water with a freeze point point of at least 10 °C
below of at least 10 °C (18 °F) Freeze point of heated (18°F) below OAT
-3 °C (27°F) below OAT fluid mixture shall not
down to be more than 3 °C (5
LOUT °F) above OAT
NOTE 1: Temperature of water or fluid/water mixtures shall be at least 60 °C (140 °F)

at the nozzle. Upper temperature limit shall not exceed fluid and aeroplane
manufacturer's recommendations.
NOTE 2: This table is applicable for the use of Type I Holdover Time Guidelines. If
holdover times are not required, a temperature of 60 °C (140 °F) at the
nozzle is desirable.
NOTE 3 To use Type I Holdover Time Guidelines, at least 1 liter/m2 (~2 Gals/100ft2)
must be applied to the de-iced surfaces.
CAUTION: Wing skin temperature may be lower than OAT. If this condition is
identified, a stronger mix (more glycol) may be need to be used to
ensure a sufficient freeze point buffer
(1) To be applied before first step fluid freezes, typically within 3 minutes.

8.2 - 49
8.2.4.9 GUIDELINE FOR APPLICATION OF TYPE II, TYPE III AND TYPE IV
FLUID/WATER MIXTURES (MINIMUM CONCENTRATION) AS A FUNCTION OF
OAT
Table 2
Concentration of neat fluid/water mixture in vol%

One step Two Step Procedure
OAT 1)
Procedure
De-icing/ Anti First Step: Second Step:
Icing De-Icing Anti Icing (2)
50/50 Water heated to 60°C (140°F)
-3°C (27° F) 50/50
Heated (3) minimum at nozzle or a heated mix
and above Type II, III, or IV
Type II. III, or IV of Type I, II, III of IV with water
75/25 Heated suitable mix of Type
below -3° C
I, II, III, or IV with FP not 75/25
(27°F) to Heated (3)
more than 3 °C (5 °F) Type II, III, or IV
-14°C (7°F) Type II, III, or IV above actual OAT
below -14 °C 100/0 Heated suitable mix of TypeI, II, III,
(7 °F) to or IV with FP not more than 3 °C 100/100
Heated (3) Type
-25°C (-13°F) (5 °F)above actual OAT Type II, III, or IV
II, III, or IV
Type II/Type III/Type IV fluid may be used below -25 °C (-13 °F) provided
below -25 °C that the freezing point of the fluid is at least 7 °C (13°F) below OAT and that
(-13 °F) aerodynamic acceptance criteria are met (LOUT). Consider the use of Type
I/water mix when Type II, III, or IV fluid cannot be used (see table 1).
1) Fluids must only be used at temperatures above their LOUT.
2) To be applied before first step fluid freezes, typically within 3 minutes.
3) Clean aeroplane may be anti-iced with unheated fluid.
NOTE: For heated fluid and fluid mixtures, a temperature not less than 60 ° C ( 140 °F)
at the nozzle is desirable. When using in the first step a heated fluid/water mix
with a freezing point above OAT, it is strongly recommended that the
temperature at the nozzle is at least 60 °C and at least 1 liter/m2 (~2
Gals/100ft2) is applied to the surfaces to be de-iced. Upper temperature limit
shall not exceed fluid and aeroplane manufacturer's recommendations.
CAUTION Wing skin temperatures may be lower than OAT. If this condition is
1: identified, it shall be verified if a stronger mix (more glycol) may need to
be used to ensure a sufficient freeze point buffer. As fluid freezing may
occur, 50/50 type II or IV fluid shall not be used for the anti-icing step of a
cold soaked wing as indicated by frost or ice on the lower surface of the
wing in the area of the fuel tank.
CAUTION An insufficient amount of anti-icing fluid, especially in the second step of
2: a two step procedure, may cause a substantial loss of holdover time. This
is particularly true when using a Type I fluid mixture for the first step (de-
icing).
CAUTION Some fluids shall only be used undiluted. For some fluids the lowest
3: operational use temperature may differ. For details refer to fluid
manufacturer's documentation.

8.2 - 50
DE-ICING TEMPERATURE LIMITS (FOR HEATED FIRST STEP FLUID IN TWO-STEP

PROCEDURE)
FLUID (see table 1 and 2 for procedure) Usable for de-icing down to OAT
Hot Water -3 °C/ 27 °F (3 °C/ 5 °F below freezing point)
Type II/50 -17 °C / 1 °F
Type II/75 -25°C / -13 °F
ANTI-ICING TEMPERATURE LIMITS – LOWEST OPERATIONAL USE TEMPERATURE

(L.O.U.T)
For Type I undiluted fluid with approximately 80% by weight of glycol*
Fluid/Water L.O.U.T: Approximate Limiting Factor

Concentration Skin Freezing Point
on (Vol/Vol) temperature
or OAT
10 °C/18°F freezing point

20/80 +5 °C/ 41 °F -5 °C/ 23 °F
buffer
+1°C/ 34 °F -9 °C/ 16 °F 10 °C/18°F freezing point

30/70
buffer
-4 °C/ 25 °F -14 °C/ 7 °F 10 °C/18°F freezing point

40/60
buffer
-12°C/ 11°F -22 °C/ -7 °F 10 °C/18°F freezing point

50/50
buffer
-20°C/ -4 °F -30°C/ -22 °F 10 °C/18°F freezing point

60/40
buffer
10 °C/18°F freezing point
70/30 -32°C/ -25°F -42 °C/ -43 °F buffer and Aerodynamic
performance
75/25 Below-42 °C/ -43
-30°C/ -22°F Aerodynamic performance
(not to be used) °F
100/0 below
-20°C/ -4 °F Aerodynamic performance
(not to be used) -42 °C/ -43 °F
* Refer to fluid manufacturer's documentation.

8.2 - 51
For Type II/Type IV fluids
Fluid / Water L.O.U.T: Limiting Factor

Concentration Skin temperature
(Vol/Vol) or OAT
50/50 -3 °C/ 27 °F Freezing point buffer
75/25 -14 °C/ 7 °F Aerodynamic performance
-25 °C/ -13 °F

100/0 (some products have lower Aerodynamic performance
L.O.U.T*)
* Refer to fluid manufacturers' documentation.
8.2.4.10 TABLES FOR HOLDOVER TIMES

Note: Holdover time guidelines can also be obtained for individual fluid products and these
“brand name” holdover times will be found to differ from the tables published here.

8.2 - 52
GUIDELINE FOR HOLDOVER TIMES ANTICIPATED FOR TYPE I FLUID MIXTURES AS A FUNCTION OF WEATHER CONDITIONS
AND OAT
Table 3
OAT Approximate Holdover Times Under Various Weather Conditions (hours : minutes)
Active Freezing Fog Snow/ Snow Freezing Drizzle Light Freezing Rain on Cold Other
°C °F Frost Grains (1) (2) Rain Soaked
Wings (3)
-3 and 27 and 0:45 0:11 – 0:17 0:06 – 0:11 0:09 – 0:13 0:02 – 0:05 0:02-0:05 (4)
above above
Below Below CAUTION:
0:45 0:08 – 0:13 0:05 – 0:08 0:05 – 0:09 0:02 – 0:05
-3 to -6 27 to 21 No Holdover Time
Below Below 0:45 0:06 – 0:10 0:04 – 0:06 0:04 – 0:07 0:02 – 0:05 Guidelines Exist
-6 to -10 21 to 14
Below
Below 14 0:45 0:05 – 0:09 0:02 – 0:04
-10
(1) In light “Rain and Snow” conditions use “Light Freezing Rain” holdover times.
(2) If positive identification of “Freezing Drizzle” is not possible use “Light Freezing Rain” holdover times.
(3) Other conditions are: Heavy snow, snow pellets, ice pellets, hail, moderate freezing rain and heavy freezing rain.
(4) No holdover time guidelines exist for this condition for 0°C (32°F) and below.
Type I Fluid/Water Mixture is selected so that the Freezing Point of the mixture is at least 10 °C (18 °F) below actual OAT.
CAUTION: The time of protection will be shortened in heavy weather conditions. Heavy precipitation rates or high moisture
content, high wind velocity or jet blast may reduce holdover time below the lowest time stated in the range. Hold-
over time may also be reduced when the aeroplane skin temperature is lower than OAT. Therefore, the indicated
times should be used only in conjunction with a pre-take off check.
De-icing/anti-icing used during ground de-icing/anti-icing are not intended for and do not provide ice protection during flight.

8.2 - 53
GUIDELINE FOR HOLDOVER TIMES ANTICIPATED FOR TYPE II FLUID MIXTURES AS A FUNCTION OF WEATHER CONDITIONS
AND OAT
Table 4
Type II Fluid Active Freezing Snow/ Freezing Light Rain on Oth

Concentration Frost Fog Snow Drizzle Freezing Cold er
°C °F Neat-Fluid/Water Grains (2) Rain Soaked (3)
(Vol %/) (1) Wings
100/0 8:00 0:35-1:30 0:20-0:45 0:30-0:55 0:15-0:30 0:05-0:40 (4)
-3 and 27 and
75/25 5:00 0:25-1:00 0:15-0:30 0:20-0:45 0:10-0:25 0:05-0:25 (4)
above above
50/50 3:00 0:15-0:30 0:005-0:15 0:005-0:15 0:05-0:10
Below Below 100/0 8:00 0:20-1:05 0:15-0:35 0:15-0:45 (5)
0:10-0:25 (5)
CAUTION:
-3 to -14 27 to 7 75/25 5:00 0:20-0:55 0:15-0:25 0:15-0:30 (5)
0:10-0:20 (5) No Holdover Time
Below Below Guidelines Exist
100/0 8:00 0:15-0:20 0:15-0:30
-14 to -25 7 to -13
Below Below Type II fluid may be used below -25°C (-13°F) provided the freezing point of the fluid is at least
100/0 7°C (13°F) below the OAT and the aerodynamic acceptance criteria are met. Consider use of
-25 -13 type I fluid when type II fluid cannot be used(see table 3).
(3) Other conditions are: Heavy snow, snow pellets, ice pellets, moderate and heavy freezing rain, hail.
(5) No holdover time guidelines exist for this condition below -10°C (14°F).
content, high wind velocity or jet blast may reduce holdover time below the lowest time stated in the range.
Holdover time may also be reduced when the aeroplane skin temperature is lower than OAT. Therefore, the
indicated times should be used only in conjunction with a pre-take off check.
De-icing/anti-icing fluids used during ground de-icing/anti-icing are not intended for and do not provide ice protection during flight.

8.2 - 54
GUIDELINE FOR HOLDOVER TIMES ANTICIPATED FOR TYPE III FLUID MIXTURES AS A FUNCTION OF WEATHER CONDITIONS
AND OAT
Table 5
Type III Fluid Active Freezing Snow/ Freezing Light Rain on Other
Concentration Frost Fog Snow Drizzle Freezing Cold (3)
°C °F grains (2) Rain Soaked
Neat-Fluid/Water
(Vol %/Vol %) (1) Wings
100/0 2:00 0:20-040 0:10-0:20 0:10-0:20 0:08-0:10 0:06-0:20 (4)
-3 and 27 and
75/25 1:00 0:15-0:30 0:08-0:15 0:08-0:15 0:06-0:10 0:02-0:10 (4)
above above
50/50 0:30 0:10-0:20 0:04-0:08 0:05-0:09 0:04-0:06
Below Below 100/0 2:00 0:20-0:40 0:09-0:15 0:10-0:20 0:08-0:10
CAUTION:
-3 to -10 27 to14 75/25 1:00 0:15-0:30 0:07-0:10 0:09-0:12 0:06-0:09
No Holdover Time
Below Below
100/0 2:00 0:20-0:40 0:08-0:15 Guidelines Exist
-10 14
Type III fluid may be used below -10 °C (14 °F), provided the freezing point of the fluid is at least 7 °C (13 °F) below OAT and aerodynamic
acceptance criteria are met.
Consider use of type I fluid when type III fluid cannot be used (see table 3).
(4) No holdover time guidelines exist for this condition for 0ûC (32ûF) and below.
content, high wind velocity or jet blast may reduce holdover time below the lowest time stated in the range.
Holdover time may also be reduced when the aeroplane skin temperature is lower than OAT. Therefore, the
indicated times should be used only in conjunction with a pre-take off check.

8.2 - 55
GUIDELINE FOR HOLDOVER TIMES ANTICIPATED FOR TYPE IV FLUID MIXTURES AS A FUNCTION OF WEATHER CONDITIONS
AND OAT
Table 6
Type IV Fluid Snow/ Rain on

Light
Concentration Active Freezing Snow Freezing Cold Other
°C °F Neat-Fluid/Water Freezing
Frost Fog grains Drizzle (2) Soaked (3)
(Vol %/Vol %) Rain
(1) Wings
100/0 12:00 1:15-2:30 0:35-0:1:15 0:40-1:10 0:25-0:40 0:10-0:50 (4)
-3 and 27 and
75/25 5:00 1:05-1:45 0:20-0:55 0:35-0:50 0:15-0:30 0:05-0:35 (4)
above above
50/50 3:00 0:15-0:35 0:05-0:15 0:10-0:20 0:05-0:10
Below Below 100/0 12:00 0:20-1:20 0:20-0:40 0:20-0:45 (5) 0:10-0:25 (5)
CAUTION:
-3 to-14 27 to 7 75/25 5:00 0:25-0:50 0:15-0:35 0:15-0:30 (5) 0:10-0:20 (5)
No Holdover Time
Below Below 12:00 Guidelines Exist
100/0 0:15-0:40 0:15-0:30
-14 to-25 7 to-13
Type IV fluid may be used below -25°C (-13°F) provided the freezing point of the fluid is at least
Below - 7°C (13°F) below the OAT and the aerodynamic acceptance criteria are met. Consider use of
Below-25 100/0
13 type I fluid when type IV fluid cannot be used (see table 3).
(5) No holdover time guidelines exist for this condition below -10°C (14°F).
content, high wind velocity or jet blast may reduce holdover time below the lowest time stated in the range. Hold-
over time may also be reduced when the aeroplane skin temperature is lower than OAT. Therefore, the indicated
times should be used only in conjunction with a pre-take off check.

8.2 - 57
8.2.4.11 TAXI-THROUGH DE-ICING

De-icing with engines running may be performed in taxi-through facilities at particular
aerodromes. The OM Part B/AFM prescribes procedures and checklists for this procedure. Pre-
briefing must be conducted between the flight crew and the ground agent personnel conducting
the de-icing to ensure that the ground personnel is aware of any specific requirements called for
by the flight crew or dictated by the OM Part B/AFM. VHF contact must be maintained with the
de-icing supervisor throughout the operation. The de-icing supervisor is responsible for
confirming that the aeroplane is completely free of ice or snow prior to releasing it.
The lowest possible power setting should be used, and the air-conditioning switched OFF to
prevent de-icing fluid from entering the cabin.
Before leaving the de-icing facility, perform a flight control and flaps check whilst ground
personnel observe control surface movement.
Verify that the after start and before take-off checklists are duly completed. When lining up for
take-off and prior to releasing the brakes accelerate the engines to verify proper operation.
8.2.4.12 COMMUNICATION
During off-gate de-icing/anti-icing a two-way communication between flight crew and de-
icing/anti-icing operator/supervisor must be established prior to the de-icing/anti-icing treatment.
This shall be done either by intercom or by VHF radio. In case VHF is used, the register or "tail
number" of the aeroplane instead of flight number must be used during all communications.
During treatment all necessary information to cockpit must be given by this means (Beginning
of treatment, treatment of sections requiring de-activation of aeroplane systems, anti-icing code,
etc.). Contact with flight crew may be closed after anti-icing code and readiness for taxi-out has
been announced
When off-gate de-icing/anti-icing area is entered by taxiing, a sufficient taxi and stopping
guidance must be arranged, or marshaller assistance must be given. In case radio, contact
must be established before entering the de-icing/anti-icing area, the signs with clearly marked
operation frequency must be visible from the cockpit before entering this area.
The de-icing/anti-icing operator together with the aerodrome authorities must publish all
necessary information about how to operate on the off-gate site by NOTAM or in the OM Part
C. This information has to include at least the location of, and standard taxi routing to the de-
icing/anti-icing area, means to coordinate the de-icing/anti-icing operation, means to
communicate before and during the de-icing/anti-icing operation and information about taxi and
stopping guidance.
Following standard communication terminology is recommended during off-gate de-icing/anti-
icing procedures:
De-Icing: "Set parking-brakes, confirm aeroplane is ready for treatment, inform on any special
requests."
After aeroplane is configured for treatment:
Cockpit: "Brakes are set, you may begin treatment and observe.....(any special requests like:
ice under wing/flaps, clear-ice on top of wing, snow on fuselage, ice on landing-gear, anti-ice
with type IV fluid, etc.)".
De-Icing: "We begin treatment now and observe....(special request given, like "ice under wing",
etc.). I will call you back when ready".

8.2 - 58
Only after equipment is cleared from aeroplane and all checks are made:
De-Icing: "De-icing/anti-icing completed, anti-icing code is:......(plus any additional info needed).
I am disconnecting, standby for clear signal at right/left and/or contact ground/tower for taxi
clearance."
Cockpit: "De-icing/anti -icing completed, anti-icing code is......".
8.2.4.13 RESPONSIBILITY
Maintenance responsibility:
The information report (de-icing/anti-icing code) given to the cockpit is a part of the technical
airworthiness of the aeroplane. The person releasing the aeroplane is responsible for the
performance and verification of the results of the de/anti-icing treatment. The responsibility of
accepting the performed treatment lies, however, with the Commander.
Operational responsibility:
The general transfer of operational responsibility takes place at the moment the
aeroplane starts moving by its own power.
Maintenance / ground crew decision
The responsible ground crew member should be clearly nominated. He should check the
aeroplane for the need to de-ice. He will, based on his own judgement, initiate de-/anti-icing, if
required, and he is responsible for the correct and complete de-icing and/or anti-icing of the
aeroplane.
Commander’s decision
As the final decision rests with the Commander, his request will supersede the ground crew
member’s judgement to not de-ice.
As the Commander is responsible for the anti-icing condition of the aeroplane during ground
manoeuvring prior to takeoff, he can request another anti-icing application with a different
mixture ratio to have the aeroplane protected for a longer period against accumulation of
precipitation. Equally, he can simply request a repeat application. Therefore, the Commander
should take into account forecasted or expected weather conditions, taxi conditions, taxi times,
holdover time and other relevant factors. The Commander must, when in doubt about the
aerodynamic cleanliness of the aeroplane, perform (or have performed) an inspection or simply
request a further de-/anti-icing.
Even when responsibilities are clearly defined and understood, sufficient communication
between flight and ground crews is necessary. Any observation considered valuable should be
mentioned to the other party to have redundancy in the process of decision-making.
8.2.4.14 POST DE-ICING CHECK

When de-icing has been completed a careful inspection must be carried out by a trained and
qualif ied person and in accordance with the manufacturer's recommendation. This is to confirm
that flying and control surfaces have been cleared and that hinge slots, static vents, intakes and
drain holes are free of any obstruction. If possible, control surfaces and linkages should be
moved through their full ranges.
Any contamination found shall be removed by further de-icing/anti-icing treatment and the
check shall be repeated.

8.2 - 59
8.2.4.15 INFORMATION TO COMMANDER

A trained and qualified person shall not dispatch an aeroplane after a de-icing/anti-icing
operation until the aeroplane has received a final check. If the post de-icing check is not to be
performed by the flight crew then the Commander must ensure that he has received
confirmation that it has been accomplished before take off. Inspections should visually cover all
critical parts of the aeroplane.
The following information shall be recorded and be communicated to the Commander by
referring to the last step of the procedure and in the sequence provided below:
1. fluid type (i.e. Type I, II, III or IV)
2. concentration of fluid within the fluid/water mixture, expressed as a percentage by volume
(not required for Type I)
3. local time (hours: minutes) at the beginning of the final de-icing/anti-icing step
4. date (day, month, year)
5. complete name of the anti-icing fluid (“brand name”)
Example: TYPE II/75 19:30 (08 DEC 2003) (“complete name of anti-icing fluid”)
Protection period is measured from the time of treatment start. After satisfactory de-/anti-icing it
is for the Commander to decide whether the holdover time is adequate for taxiing and take-off.
Note: A degraded type II, type III or type IV fluid shall be used with the hold-over time
guideline for type I fluids (see Table 6).
8.2.4.16 RAMP AND TAXI PRECAUTIONS

Icy conditions on the ramp/gate area mean that the push-back vehicle may not be able to
develop sufficient traction to push the aeroplane with engines running. In this case, after
completing checks down to engine start, have the aeroplane pushed back, to a position from
which it can taxi forward, before starting engines. Be aware that idle thrust may be sufficient to
move the aeroplane forward even though the parking brake is set.
Be alert to the possibility of engine inlet ice build-up during taxi and ground holding operations.
Ice can form in engine inlets at temperatures above 10°C with high humidity present during
extensive ground holds with the engines at idle. If visible moisture is present with a temperature
below that specified in the OM Part B/AFM, nacelle anti-ice systems must be selected ON after
each engine is started.
Ensure that probe and sensor heating systems are ON before taxiing.
Taxi with great care since rutted areas cause steering problems. Neither aeroplane nor ground
vehicles are capable of stopping quickly. When guide lamp installations are available, make use
of them to align the aeroplane in the gate area. Snow may cover the normal taxi markings. Be
alert to the possibility of foreign object damage due to high snow in ramp areas or along narrow
taxiways. Test braking and steering capabilities frequently. Maintain a greater distance than
normal from other traffic to avoid jet-blast which could adversely affect anti-ice treatment and/or
blow contaminants onto the aeroplane.
Engine thrust may need to be higher than normal to overcome the drag caused by slush or
snow. Changes should be made slowly and carefully to avoid blowing equipment and/or
contaminants into other aeroplane.

8.2 - 60
Flaps should be kept UP when taxiing through slush, standing water or contaminant
precipitation, with pre-take-off checks delayed until they are able to be lowered and anti-skid
selected ON.
8.2.4.17 TAKE-OFF
Take-off is prohibited if any of the following conditions exist:
a. snow, ice or frost deposits are adhering to the wings, control surfaces, engines or
propellers of the aeroplane;
b. heavy fall of wet snow with ambient temperature around freezing point;
c. moderate or heavy freezing rain;
d. the runway braking action is reported as "poor" (braking coefficient less than 0.25).
Observe appropriate performance limitations for take-off. Acceleration will be adversely affected
by slush or standing water on the runway, which cause significantly greater drag. Be alert for
conditions which could affect stopping and directional control should it become necessary to
abort.
Line up carefully and ensure that the nose wheel is straight, as skidding of an offset nose wheel
upsets directional control. Apply thrust slowly to prevent asymmetry which would also affect
directional control.
During take-off roll maintain positive forward pressure on the nose wheel and use rudder for
directional control as soon as it becomes effective.
8.2.4.18 REJECTED/ABORTED TAKE-OFF

Directional control problems may be aggravated during an aborted take-off due to excessive
anti-skid cycling and/or individual wheels skidding. The rudder must be used as the primary
steering aid and, to regain directional control, be prepared to release wheel brakes, cancel
reverse thrust and re-select forward idle. Brakes should be re-applied when directional control
is regained. Do not "pump" the wheel brakes when the anti-skid system is ON.
8.2.4.19 ROTATION TECHNIQUE

During take-off in poor weather conditions or in a contaminated runway situation, take-off roll
and rotation shall be equal to a normal take-off situation, holding light forward pressure and
using rudder and aileron to maintain directional control. Target pitch attitude shall be attained
using normal rotation rate of 2-3 °/sec. This will ensure that any abnormal pitch-up tendency
due to possible residual contamination over the airfoil is detected early and the wing angle of
attack does not become higher than normal.
If pitch-up or lateral instability is experienced after lift-off, use elevator, rudder and aileron to
maintain the desired attitude. Apply maximum available thrust and use smooth continuous
control inputs to avoid over controlling.
Do not allow further increase in pitch attitude until full lateral control has been regained.
Select wing anti-ice systems to ON as soon as practicable after lift-off.

8.2 - 61
8.2.4.20 RESIDUES
Dried fluid residues occur when surfaces have been treated but the aeroplane has not
subsequently been flown and not been subject to precipitation. The fluid may than have dried
on the surfaces.
Repetitive application of thickened de-icing/anti-icing fluids may lead to subsequent
formation/build up of a dried residue in aerodynamically quiet areas, such as cavities and gaps.
This residue may re-hydrate if exposed to high humidity conditions, precipitation, washing, etc.,
and increase to many times its original size/volume
This residue will freeze if exposed to conditions at or below 0 deg C. This may cause moving
parts such as elevators, ailerons, and flap actuating mechanisms to stiffen or jam in flight.
Re-hydrated residues may also form on exterior surfaces, which can reduce lift, increase drag
and stall speed.
Re-hydrated residues may also collect inside control surface structures and cause clogging of
drain holes or imbalance to flight controls.
Residues may also collect in hidden areas: around flight control hinges, pulleys, grommets, on
cables and in gaps.
Any forward area from which fluid may blow back onto windscreens during taxi or subsequent
takeoff should be free of fluid residues prior to departure.
If Type II or IV fluids are used, all traces of the fluid on flight deck windows should be removed
prior to departure, with particular attention being paid to windows fitted with wipers.
De-icing/anti-icing fluid can be removed by rinsing with clear water and wiping with a soft cloth.
Do not use the windscreen wipers for this purpose. This will cause smearing and loss of
transparency.
8.2.4.21 COLD WEATHER OPERATIONS REFERENCE CHECKLIST

This checklist is located on all aircraft under the normal checklist in the checklist pocket over
the glareshield and is to be used by the crews as a quick reference de-icing tool. For further
explanation on its compilation and use refer to FCOM N.P.61.7

8.2 - 62

8.3 - 1
TABLE OF CONTENTS
Paragraph Page
8.3 FLIGHT PROCEDURES ................................ ................................ ....................... 2

8.3.1 VFR / IFR POLICY ................................ ................................ .......................... 2
8.3.2 NAVIGATION PROCEDURES ................................ ......................................... 3
8.3.3 ALTIMETER SETTING PROCEDURES................................ ...........................21
8.3.4 ALTITUDE ALERTING SYSTEM PROCEDURES ................................ ............26
8.3.5 GROUND PROXIMITY WARNING SYSTEM (GPWS) ................................ ...... 26
8.3.6 POLICY AND PROCEDURES FOR THE USE OF TCAS / ACAS ......................31
8.3.7 POLICY AND PROCEDURES FOR IN-FLIGHT FUEL MANAGEMENT............. 33
8.3.8 ADVERSE AND POTENTIALLY HAZARDOUS ATMOSPHERIC CONDITIONS.35
8.3.9 WAKE TURBULENCE ................................ ................................ ....................53
8.3.10 CREW MEMBERS AT THEIR STATIONS................................ ................... 60
8.3.11 USE OF SAFETY BELTS FOR CREW AND PASSENGERS ....................... 61
8.3.12 ADMISSION TO FLIGHT DECK ................................................................ .63
8.3.13 USE OF VACANT CREW SEATS ................................ ..............................64
8.3.14 INCAPACITATION OF CREW MEMBERS .................................................. 65
8.3.15 CABIN SAFETY REQUIREMENTS ............................................................ 68
8.3.16 PASSENGER BRIEFING PROCEDURES .................................................. 73
8.3.17 PROCEDURES FOR AIRCRAFT OPERATED WHENEVER REQUIRED
COSMIC OR SOLAR RADIATION DETECTION EQUIPMENT IS CARRIED ................... 77
8.3.18 INTERFERENCE WITH A/C RECORDERS ................................ ................ 77
2008 Eurocypria Airlines Ltd. Revision 6 / 14-Jul-2008

8.3 - 2
8.3 FLIGHT PROCEDURES
8.3.1 VFR / IFR POLICY

GENERAL
It is Eurocypria Company policy that no VFR flights shall be operated, except for flights between
Larnaca and Paphos as specified in GB 8.1.4 and these should be undertaken only
exceptionally. The Commander must annotate the Captain’s report accordingly.
Except for these local VFR flights specified above, no flights shall be operated without the full
use of Air Traffic Control Services or Advisory Services. All flights shall be operated in
accordance with the Instrument Flight Rules.
The ATC flight plan is always to indicate clearly whether the flight is to be conducted under IFR
or VFR. Those flights will be identified on the ATS flight plan as follows:
• “Y” – when the flight is started under IFR
• “Z” – when the flight is started under VFR
Note: The Postholder Flight Operations may, with the approval of the Authority, speci fy
exceptions from the general policy to operate under IFR permitting pure VFR
flights on some very short routes or when operating non-revenue flights, ferry
flights or test flights.
VFR FLIGHTS
The general policy to maintain a visual look-out to avoid collision with other flying objects (e.g.
met–balloons, gliders, light aircraft, etc.) or obstacles shall be enforced during VFR flights and
VFR-portions en-route.
Special attention must be paid to the traffic situation at or in the vicinity of the airport. Light
aviation aircraft or other departing or arriving IFR flights may create problems when in the same
traffic pattern.
If Visual Meteorological Conditions are lost at any stage of a VFR flight or portion of flight under
VFR, the Commander must:
• Take appropriate action to ensure that terrain clearance is maintained,
• Notify ATC and request instructions which will enable the flight to be continued in
accordance with IFR.
IFR FLIGHTS
IFR flights for the purpose of public air transport should normally be routed via the most
convenient, available airway network and in accordance with the instrument flight rules,
irrespective of the forecast and actual weather conditions for the route. When the departure or
destination airport is clear of controlled airspace, or there is no interconnecting airway structure,
more direct flight may be planned.
FLYING OUTSIDE CONTROLLED AIRSPACE
Normally IFR flights will be made on the most convenient airway system within controlled
airspace.
Certain Eurocypria destination airports, mainly in the UK, are located outside controlled
airspace. Flights outside controlled airspace may be made, always providing that suitable,
Revision 6 / 14-Jul-2008 2008 Eurocypria Airlines Ltd.

8.3 - 3
reliable navigational aids and radar coverage are available to allow the flight to be conducted in
a saf e manner.
When operating outside controlled airspace, it is Eurocypria policy to request Radar Advisory
Service (RAS). Radar Information Service (RIS) may be accepted only if RAS is unavailable.
The Operations Manual (Part C) - Jeppesen and AERAD manuals include information for ATC
services outside controlled airspace.
Commanders are to ensure the following:
• In VMC conditions, a good visual look-out must be maintained,
• Both pilots must select a TCAS range to maintain awareness of all traffic in the vicinity,
• Aircraft position may be determined sufficiently to ensure continual maintenance of the
Minimum Safe Altitudes,
• Apart from the local ATC clearances, flight crew should expect ATC clearance to enter
controlled airspace. If a Flight Level is specified in the clearance, flight crew should ensure
that they level- off on the cleared FL prior to entering controlled airspace,
Note: It is reminded that the boundaries of controlled airspace normally extent beyond the
10 NM airway width.
VISUAL APPROACHES / LANDINGS AND VMC CLIMB / DESCENT
Accepting a visual approach to land or a VMC climb / descent with visual contact of other traffic
does not constitute a cancellation of an IFR flight plan.
8.3.2 NAVIGATION PROCEDURES
8.3.2.1 GENERAL
An aircraft shall not be operated unless the navigation equipment required or otherwise
installed is approved and installed in accordance with the applicable requirements including
operational and airworthiness requirements and the minimum standards applicable.
The failure of a single navigational unit may still allow the aircraft to operate safely on the route
to be flown. Detailed information about the required operational status of equipment is provided
in the MEL.
8.3.2.2 POLICY
Navigation and communication equipment is installed to enable or to assist flight crews to
perform and / or to optimise flights with regard to safety, comfort and economy. Pilots are
responsible for the correct use of the equipment in accordance with the limitations laid down in
the Operations Manual (Part B).
Continuous monitoring of the equipment and its performance is mandatory during any use of it.
Special attention must be paid to the engagement status of systems used in order to avoid late
recognition of mode or configuration changes which could result in abnormal situations (e.g.
unscheduled disengagement).

8.3 - 4
8.3.2.3 FLIGHT GUIDANCE

Flight guidance consists of those functions, which assist the crew in tracking flight parameters
selected manually or generated by navigation or a performance system. They make use of
systems and their associated controls (e.g. autopilot, flight director).
8.3.2.4 COMPULSORY USE

Phases of flight requiring compulsory use of the systems are specified in the Operations
Manual Part B (AFM) (e.g. autopilot, flight director).
8.3.2.5 PROCEDURES FOR SYSTEM DEGRADATION

Degradation of on-board equipment must be taken into consideration for any in-flight planning /
replanning with regard to destination and alternate weather, and for fuel planning for en-route
conditions.
Any downgrading of ground facilities must be assessed with regard to possible increased
landing minima at destination and / or alternate airports.
8.3.2.6 NAVIGATION / FLIGHT PLANNING / RE-PLANNING

(1) The most important principle governing the performance of all navigation tasks is
redundancy, as navigational errors carry a significant risk potential.
(2) Whether navigating on manually tuned navigation aids, on the navigation system or with
radar vectors, cross-checks of the primary aids are essential. The sole use of the airborne
navigation systems carried on the aircraft is not adequate for all phases of flight and should
be supplemented by specific independent checks using that equipment not directly
required for navigation.
(3) Flight plans activated in the navigation system shall be checked by both pilots, waypoint by
waypoint against the Operational Flight Plan (OFP). In ad-hoc situations, where the aircraft
lands at an outstation equipped with limited ground facilities for provision of an OFP (e.g.
after an emergency diversion to a remote airfield), a suitable FMS may be used for pre-
flight planning but only after authorisation has been granted by the Operations Manager.
When a FMS is used for pre-flight planning under the conditions stated above, all available
means (e.g. area and route / airways charts) must be utilized to crosscheck the
corresponding data.
(4) For ad-hoc in-flight re planning (other than on pre-planned routes as outlined under GB
8.1.7.4 or GB 8.1.7.5), pilots must not only check if the fuel requirements of GB 8.1.7 will
be met, but also if the available navigational aids for the re-planned route and / or the re-
planned destination as well as the airborne equipment will be sufficient and satisfactory for
the safe conduct and conclusion of the flight.
(5) The Commander of an IFR flight shall not continue towards the planned destination airport
unless the latest information available indicates that at the ETA, the weather conditions at
destination or at least at one destination alternate airport are at or above the required
airport operating minima (see para 8.1.3).
(6) In the event of in-flight re planning the Commander of an IFR flight shall not continue
beyond the point from which a revised flight plan applies unless the expected weather
conditions at the destination and / or the alternate aerodromes as required by para 8.1.3.1
are at or above the planning minima detailed in para 8.1.3
(7) The Commander of an IFR flight shall not continue beyond the decision point described in
para 8.1.7.3 or the predetermined point described in para 8.1.7.5 unless the expected

8.3 - 5
conditions at the destination and / or alternate aerodromes as required by para 8.1.3.1 are
at or above the operating minima detailed in para 8.1.3
8.3.2.7 PROCEDURES
(1) Notwithstanding the overall responsibility of the Commander for precise navigation and
proper use and handling of navig ation systems, the Pilot Flying (PF) is responsible for the
selection of the navigation aids including their identification and for the required navigation
system configuration.
(2) The PF, whenever taxiing, flying manually or on autopilot below 10,000 ft, shall direct the
Pilot Monitoring (PM) to set specific navaids. In such cases, the PM is responsible to set,
identify and check the navaids specified by the PF and to establish the required navigation
system configuration.
(3) When flying on autopilot above 10,000 ft, the PF sets and identifies the navaids and
checks the navigation system configuration. The PM shall be informed of the selection of
navaids and NAV system configuration by the PF.
(4) Reliance shall not be placed on ground based navigational facilities until the appropriate
identity of the facility has been confirmed including frequency and identification. The pilots
shall inform each other of any doubts regarding the reliability of a navigation aid or of a
system.
(5) For flights or portions of a flight conducted at altitudes where safe terrain clearance is not
contingent upon navigation accuracy, the on–board navigation system redundancy may be
considered acceptable as long as the aircraft’s computed positions are checked at regular
intervals against displayed navigation aids, where these aids are available. In areas where
such aids are not available (e.g. polar area, sea, desert), traffic separation provided by
ATC accounts for the reduced navigation accuracy.
(6) Safe terrain clearance is dependent on navigation accuracy for take-off and climb.
(7) If the departure procedures are stored in the navigation database, the on-board navigation
system must be in the update mode and the system-computed positions checked
continuously against displayed navigation aids. If these conditions cannot be met, take-off
and climb must be performed according to conventional radio navigation aids.
(8) If the arrival procedures for descent and approach are stored in the navigation database
the on-board navigation system must be in the update mode and the system-computed
positions must be checked continuously against displayed navigation aids. The use is
restricted down to MOCA / MORA / MSA and intermediate approach altitude, unless the
system is certified for use in the approach according to the Operations Manual (Part B)
(AOM).
(9) ILS facilities of all categories are known to produce false beams outside their coverage
sectors due to radiation aberrations. Such beams are subject to being captured without a
warning flag. In order to ensure proper localiser beam capture, the ILS mode shall not be
armed until the vicinity of the beam has been ascertained and checked by independent
navigation aids and the capture shall be monitored by the same means. A DME distance
check at glide slope intercept should be performed whenever possible. An altitude check
must be performed at the OM position or its equivalent.
(10) FMS vertical navigation features may not substitute for altitude pre-select procedures and
practices.

8.3 - 6
(11) Navigation logs should be comprehensively completed en route, except when operating in
busy terminal areas at lower altitudes, and ETAs should be kept amended to take account
of significant changes. Note should be made of any diversion from the planned route,
whether initiated by the Commander or requested by air traffic control, with a brief
description of the circumstances, the time the alteration was made, and any fuel re-
planning calculations which were necessary. If difficulties are encountered in following a
particular route, the more information which is recorded to assist a post-flight investigation,
the greater will be the chances of overcoming the problems on future flights over same
route. It must be noted that when operating off the route indicated on the navigation log the
listed safety altitudes may not be valid and caution must be exercised especially during
climb out and at top of descent.
(12) All ATC clearances must be acknowledged by read-back using standard phraseology. For
position reporting, the correct ICAO RT-procedures and sequence, including call sign,
position, time, flight level or altitude and estimated time at next position, must be used.

8.3 - 7
8.3.2.8 NAVIGATION AIDS

Navigation aids should be selected for coverage and geometry with adequate cross checks.
Distance information for cross checks shall be used only if a DME is co-located with a VOR,
which coincides with a waypoint. DMEs co-located to ILS or approach localisers normally
indicate zero DME at touch down and therefore unless otherwise specified, are not suitable for
navigational purposes other than the final approach.
En-route facilities may be expected to provide reliable information along the published routes
they define. The coverage area of an en-route navigation facility depends on power output,
siting and disturbances. VHF facilities require line-of-sight conditions while NDB reception is
affected by atmospheric electro-magnetic activity.
Locators in TMAs normally provide reliable guidance within 25 NM only.
ILS localiser beam width and range available for guidance is normally of 3° on either side of the
centreline, and 25 NM respectively. Within 30° on either side of this sector, coverage is
provided normally to the extent that a full-scale deflection to the correct side is available.
ILS glide path azimuth coverage sector width is normally 8° on either side of the centreline and
extends normally to at least 10 NM. The elevation available for guidance ranges normally from
at least 2° above to 1,5° below the nominal glide path, below which full- scale fly-up deflection is
available.
Aberrations affecting these design features, ranging from multipath interference to fluctuations
due to reflections from taxiing aircraft and from antenna over-flights may still occur within the
ILS coverage sector, particularly when weather conditions do not require low visibility procedure
restrictions.
If not otherwise specified for certain procedures, manually tuned navigation aids must be
positively identified at the time of selection. VOR or ILS associated DMEs require separate
identification.
Whenever elements of information relative to position are contradictory, the reliability of any
relevant navigation aid(s) should be verified by additional independent means.
Navigation and approach aids must not be used:
• Whenever positive identification is not possible
• Whenever reports or other information (e.g. NOTAMs) indicate that a system might be
unreliable or inadequate for en-route navigation or approach. Published minima apply to
the unrestricted availability of approach aids

8.3 - 8
8.3.2.9 MNPS NAVIGATION

Not Applicable.

8.3 - 9
8.3.2.10 POLAR NAVIGATION

Not Applicable.

8.3 - 10
8.3.2.11 REDUCED VERTICAL SEPARATION MINIMA (RVSM
 GENERAL
RVSM reduces the vertical separation between flight level (FL) 290–410 from 2000 ft to 1000
ft and makes six additional FL’s available for operation. The additional FL’s enable more aircraft
to fly more time/fuel efficient profiles and provides the potential for enhanced airspace capacity.
Both the operator and the individual aircraft must be approved for RVSM operation. If unable to
comply with RVSM requirements, the flight must be re-planned to avoid the RVSM airspace.
Eurocypria holds approval to operate flights within RVSM airspace and Eurocypria aircraft are
certified in compliance with RVSM specifications. The Cyprus DCA approval is displayed in the
Certification File onboard each aircraft.
 FLIGHT PLANNING
During flight planning the flight crew should pay particular attention to conditions that may affect
operation in RVSM airspace.
These include, but may not be limited to:
• Verifying that the airframe is approved for RVSM operations;
• Reported and forecast weather on the route of flight;
• Minimum equipment requirements pertaining to height keeping and alerting systems; and
• Any airframe or operating restriction related to RVSM approval;
• Letter “W” must be entered at item 10 of the ICAO flight plan (at item “Q” of a repetitive
flight plan) to indicate that the aircraft has State approval to be flown within RVSM
airspace.
 PRE-FLIGHT PROCEDURES AT THE AIRCRAFT FOR EACH FLIGHT

The following actions should be accomplished during the pre-flight procedure:
• Review technical logs and forms to determine the condition of equipment required for flight
in the RVSM airspace. Ensure that maintenance action has been taken to correct defects
to required equip ment;
• During the external inspection of aircraft, particular attention should be paid to the
condition of static sources and the condition of the fuselage skin near each static source
and any other component that affects altimetry system accuracy. This check may be
accomplished by a qualified and authorised person other than the pilot (e.g. a flight
engineer or ground engineer);
• Before takeoff, the aircraft altimeters should be set to the QNH of the airfield and should
display a known altitude, within the li mits specified in the aircraft operating manuals. The
two primary altimeters should also agree within limits specified by the aircraft operating
manual. An alternative procedure using QFE may also be used. Any required functioning
checks of altitude indicating systems should be performed.

8.3 - 11
Note: The maximum value for these checks cited in operating manuals should not
exceed 23m (75ft).
• Before take-off, equipment required for flight in RVSM airspace should be operative, and
any indications of malfunction should be resolved.
 PROCEDURES PRIOR TO RVSM AIRSPACE ENTRY
The following equipment should be operating normally at entry into RVSM airspace:
• Two primary altitude measurement systems.
• One automatic altitude-control system.
• One altitude-alerting device.
• Operating Transponder. An operating transponder is required for operation within the EUR
RVSM but may not be required for entry into all designated RVSM airspace. The operator
should determine the requirement for an operational transponder in each RVSM area
where operations are intended. The operator should also determine the transponder
requirements for transition areas next to RVSM airspace.
Note: Should any of the required equipment fail prior to the aircraft entering RVSM airspace,
the pilot should request a new clearance to avoid entering this airspace;
 IN-FLIGHT PROCEDURES
• Flight crews will need to comply with any aircraft operating restrictions, if required for the
specific aircraft group, e.g. limits on indicated Mach number, given in the RVSM
airworthiness approval.
• Emphasis should be placed on promptly setting the sub-scale on all primary and standby
altimeters to 1013.2 (hPa) /29.92 in.Hg when passing the transition altitude, and
rechecking for proper altimeter setting when reaching the initial cleared flight level;
• In level cruise it is essential that the aircraft is flown at the cleared flight level. This requires
that particular care is taken to ensure that ATC clearances are fully understood and
followed. The aircraft should not intentionally depart from cleared flight level without a
positive clearance from ATC unless the crew are conducting contingency or emergency
manoeuvres;
• When changing levels, the aircraft should not be allowed to overshoot or undershoot the
cleared flight level by more than 45 m (150 ft);
Note: It is recommended that the level off be accomplished using the altitude capture
feature of the automatic altitude-control system, if installed.
• An automatic altitude-control system should be operative and engaged during level cruise,
except when circumstances such as the need to re-trim the aircraft or turbulence require
disengagement. In any event, adherence to cruise altitude should be done by reference to
one of the two primary altimeters. Following loss of the automatic height keeping function,
any consequential restrictions will need to be observed.
• Ensure that the altitude-alerting system is operative;

8.3 - 12
• At intervals of approximately one hour, cross-checks between the primary altimeters

should be made. A minimum of two will need to agree within ±60 m (±200 ft). Failure to
meet this condition will require that the altimetry system be reported as defective and
notified to ATC;
(i) The usual scan of flight deck instruments should suffice for altimeter crosschecking
on most flights.
(ii) Before entering RVSM airspace, the initial altimeter cross check of primary and
standby altimeters should be recorded
Note: Some systems may make use of automatic altimeter comparators.
• In normal operations, the altimetry system being used to control the aircraft should be
selected for the input to the altitude reporting transponder transmitting information to ATC.
• If the pilot is notified by ATC of an assigned altitude deviation which exceeds ±90 m (±300
ft) then the pilot should take action to return to cleared flight level as quickly as possible.
Altitude deviation more than ±90 m (±300 ft) shall be reported with ASR to the DCA of
Cyprus within 72 hours.
 CONTINGENCY PROCEDURES AFTER ENTERING RVSM

The pilot should notify ATC of contingencies (equipment failures, weather) which affect the
ability to maintain the cleared flight level, and co-ordinate a plan of action appropriate to the
airspace concerned.
Examples of equipment failures which should be notified to ATC are:
• failure of all automatic altitude-control systems aboard the aircraft;
• loss of redundancy of altimetry systems;
• loss of thrust on an engine necessitating descent; or
• any other equipment failure affecting the ability to maintain cleared flight level;
If aircraft RVSM capabilities are affected due to equipment, the pilots should notify ATC using
the standard phraseology:
“Unable RVSM due to equipment”
The pilots should notify ATC when encountering greater than moderate turbulence. If unable to
keep the flight level within the RVSM limits, the standard message to ATC should be:
“Unable RVSM due to turbulence”
If unable to notify ATC and obtain an ATC clearance prior to deviating from the cleared flight
level, the pilot should:
• Deviate from the assigned route;
• Advise ATC and obtain revised clearance as soon as possible;
• If in Emergency set transponder to code 7700 and select the emergency mode on the
automatic dependent surveillance/controller-pilot data link communication system is, if
applicable;

8.3 - 13
• Turn on aircraft exterior lights;

• Watch for conflicting traffic both visually and by reference of AICAS; and
• Coordinate further actions with the appropriate ATC unit.
 POST FLIGHT
In making technical log entries against malfunctions in height keeping systems, the pilot should
provide sufficient detail to enable maintenance to effectively troubleshoot and repair the system.
The pilotshould detail the actual defect and the crew action taken to try to isolate and rectify the
fault. The following information should be recorded when appropriate:
• Primary and standby altimeter readings.
• Altitude selector setting.
• Subscale setting on altimeter.
• Autopilot used to control the aeroplane and any differences when an alternative autopilot
system was selected.
• Differences in altimeter readings, if alternate static ports selected.
• Use of air data computer selector for fault diagnosis procedure.
• The transponder selected to provide altitude information to ATC and any difference noted
when an alternative transponder was selected.

8.3 - 14
PHRASEOLOGY ASSOCIATED WITH RVSM
CIRCUMSTANCES PHRASEOLOGY
(call sign)
ATC Ascertain the RVSM approval status os a flight:
1 CONFIRM RVSM APPROVED
Pilot indication of non-RVSM approval status:
To be stated
In the initial call of any frequency within the RVSM
airspace (ATC shall provide a read back with this
same phrase), and
In all requests for FL changes pertaining for flight
levels within RVSM airspace, NEGATIVE RVSM
2
In all readbacks to FL clearanceswithin the RVSM
airspace.
As well, pilots of aeroplane, other than State
aeroplane, shall respond to level clearances involving
the vertical transit through either FL 290 or 410 with
the phrase:
Pilot indication of RVSM approval status: AFFIRM RVSM

3
(call sign) UNABLE
CLEARANCE INTO RVSM
ATC denial of clearance into RVSM airspace: AIRSPACE, MAINTAIN (or
4 DESCENT TO, or CLIMB TO)
FL (number)
For the case of individual airplane reporting severe
turbulence or other severe weather related
UNABLE RVSM DUE TO
5 phenomenon: TURBULENCE
The phraseology required to communicate equipment UNABLE RVSM DUE TO

6 contingency: EQUIPMENT
The pilot shall communicate his/her ability to to
resume operation within the RVSM airspace after READY TO RESUME RVSM
7 equipment of WX related contingency with the phrase:
(call sign)
To solicit the above information ATC shall use the
8 phrase: REPORT ABLE TO RESUME
RVSM

8.3 - 15
8.3.2.12 AREA NAVIGATION (RNAV)
 GENERAL
Area Navigation (RNAV) is a method of navigation which permits aircraft operation on any
desired flight path. Aircraft position is determined by processing data from one or more sensors
(VOR, DME, INS, GPS, etc.). Navigation parameters such as distance and bearing to a
waypoint are computed from the aircraft position and the location of the waypoint.
The Required Navigation Performance (RNP) is a parameter describing lateral deviations from
assigned or selected track as well as along track position.
The navigation database installed in the aircraft must be checked for its validity before the flight.
It is the crew's responsibility to ensure that the navigation accuracy is maintained. In particular,
the utmost care will be taken to avoid the following common mistakes:
• Insertion errors. The pilot has the correct coordinates or waypoints of his cleared route,
but he inserts incorrect data into the system; particular care should be exercised in case of
re-clearance.
• De-coupling. The pilot allows the autopilot to become de-coupled from the equipment
which he thinks is providing steering output.
• Using faulty equipment. The pilot might continue to use a navigation system which was
becoming inaccurate.
8.3.2.12.1 B-RNAV
B-RNAV (Basic aRea NAVigation) is in application since 1998 in both lower and upper
European airspace. B-RNAV implies RNP 5, that is during 95% of the flight time, no more than
maximum 5 NM error from intended flight path is a llowed.
In order to comply with the above requirement, the aircraft must be certified for B-RNAV
operation in order to file an IFR flight plan in the B-RNAV FIRs/UIRs.
See MEL requirements and applicable aircraft procedures related to navigation accuracy.
When filing a flight plan for an aircraft fitted with RNAV equipment, having a navigation
accuracy meeting RNP-5, insert the designator "R" in item 10 of the flight plan.
As a result of a failure or degradation of the RNAV system below RNP 5, an aircraft shall not
enter the B-RNAV airspace, nor continue operations in accordance with the current air traffic
control clearance. ATC must be advised and a revised clearance shall, whenever possible, be
obtained by the pilot. Subsequent air traffic control action in respect of that aircraft will be
dependent upon the nature of the reported failure and the overall traffic situation. Continued
operation in accordance with the current ATC clearance may be possible in many situations.
When this cannot be achieved, a re vised clearance may be required to revert to VOR/DME
navigation. The crew will then, on each ATC frequency change, report the situation by
announcing "NEGATIVE – RNAV" on initial contact.
8.3.2.12.2 P-RNAV

8.3 - 16
Precision-RNAV (P-RNAV) is the natural progression from Basic RNAV (B-RNAV).

Initial application is in the Terminal Area and P-RNAV track keeping equates to cross track
accuracy of RNP 1 (±1 NM). P-RNAV procedures are designed to a common set of design
principles specific to RNAV equipped aircraft.
These P-RNAV procedures will replace the wide variation of RNAV procedures in European
ECAC Terminal Airspace that do not have a common basis. It has been recognised that a large
variation of principles and requirements in RNAV operations is not without safety implications.
P-RNAV approval must be obtained before commencing P-RNAV operations.
 PRE - FLIGHT PLANNING

CREW QUALIFICATION
The crew must be trained, qualified and current for the intended route.
The crew must be qualified and current for P-RNAV oprerations.
FLIGHT PLANNING
For an aircraft with P-RNAV approval, a “P” shall be inserted in the FPL Item-10, in addition to
the “R” for BRNAV approval.
NOTAMS
The NOTAMs must advise lack of availability of any navigation aid that might affect the
navigation infrastructure r equired for the intended operation, including any non- RNAV
contingencies and must be confirmed for the period of intended operation. GNSS specific: if a
stand-alone GPS is to be used for P-RNAV, the availability of RAIM must be confirmed with
account taken of the latest information from the US Coastguard or from the EUROCONTROL
AUGUR website (www.ecacnav.com) which gives details of satellite non-availability.

8.3 - 17
MINIMUM EQUIPMENT LIST (MEL)

Any Navigation equipment unserviceability must be checked against MEL for effect on RNAV
operations.
Availability of the on-board navigation equipment necessary for the route to be flown must be
confirmed. In certain areas, this may include the availability of an autopilot and/or a flight
director to maintain track keeping accuracy.
Where the responsible airspace authority has specified in the AIP that dual P-RNAV systems
are required for a specific Terminal Area P-RNAV procedure, the availability of dual P- RNAV
systems must be confirmed. This typically will apply where procedures are effective below the
applicable minimum obstacle clearance altitude or where radar coverage is inadequate for the
purposes of supporting P- RNAV. This will also take into account the particular hazards of a
Terminal Area and the feasibility of contingency procedures following loss of P-RNAV
capability.
DISPATCH PROCEDURES
As P-RNAV is becoming a requirement in more and more European Terminal Areas, the MEL
must reflect items necessary to perform P-RNAV procedures.
Items required for P-RNAV, but unserviceable, will not necessarily lead to a no go situation.
If the same item is not required for conventional procedures, the flight may be dispatched after
signing it out in the Tech Log, but In these cases P-RNAV is not permitted.
For minimum equipment required for P-RNAV operations for each individual aircraft refer to the
respective MEL.
Contingency procedure must be executed if any of these systems are lost during a P- RNAV
procedure.
DATABASE
The on-board navigation database must be current and appropriate for the intended operation
and include the relevant navigation aids, waypoints, and coded Terminal Area procedures for
the departure, arrival and alternate airfields. The database must be provided by an approved
supplier or be checked via an approved company procedure.
 P-RNAV PROCEDURES
All P-RNAV procedures must be flown in LNAV mode. If, for some reasons, it is impossible to
perform the flight in L-NAV, or the performance of the navigation system is outside 1,0 NM, the
requirements to continue the P- RNAV procedure are no longer fulfilled. The P- RNAV
procedures must be selected from the database and flown without modifications other than
those imposed by ATC, such as direct to a waypoint within the P- RNAV procedure or altitude
corrections according to the SID/STAR procedure laid down.
These restrictions are based on the FMC database way point definitions, such as "fly-over", "fly-
by" or other path terminators inaccessible to pilots in flight.
BEFORE START
System Initialisation
At system initialisation, the flight crew must confirm that the navigation database is current and
verify that the aircraft position has been entered correctly.

8.3 - 18
Flight crew must use normal CDU set-up for all phases of P-RNAV operations.
Before each departure the flight crew must perform a full alignment (approx. 10 min.) of the IRS
systems.
A P-RNAV procedure shall not be used if any doubt exists concerning the validity of the stored
procedure or RNAV compliance.
The creation of new waypoints by manual entry into the RNAV system by the flight crew would
invalidate the P-RNAV procedure and is not permitted.
Where the contingency to revert to conventional procedures is required, the flight crew must
make the necessary preparation.
Check of the Active Flight Plan
The active flight plan should be checked by comparing the charts, SID or other applicable
documents, with the map display (if applicable) and the MCDU. This includes:
• confirmation of the correct waypoint sequence,
• reasonableness of track angles and distances,
• any altitude or speed constraints, and
• correct identification, where possible, of waypoints as fly-by or fly -over waypoints.
Pilots shall particularly focus on any segment of the P-RNAV procedure which is below MSA.
If required by a procedure, a check will need to be made to confirm that position updating will
use a specific navigation aid, or to confirm exclusion of a specific navigation aid. A procedure
shall not be used if doubt exists as to the validity of the procedure in the navigation database.
As a minimum, the departure checks could be a simple inspection of a suitable display to
achieve the objectives of this paragraph.
Route Modifications
Route modifications in the Terminal Area may take the form of radar headings or 'direct to' ATC
clearances and the flight crew must be ready to react promptly. This may include the insertion
in the flight plan of a waypoint sequence loaded solely from the database as part of an
alternative Manual entry or modification by the flight crew of the loaded procedure, using
temporary waypoints or fixes not provided in the database, is not permitted. Any published
altitude and speed constraints must be observed, unless otherwise instructed by ATC.
TAKE OFF
Prior to Take Off
Prior to commencing take off, the flight crew must verify that the RNAV system is available and
operating correctly and the correct airport and runway data have been loaded.
Line Up
Unless automatic updating of the actual departure point is provided, the flight crew must ensure
initialisation on the runway either by means of a manual runway threshold or intersection
updates, as applicable. This is to preclude any inappropriate or inadvertent position shift after
take-off.
GNSS specific: the signal must be acquired before the take off roll commences and GNSS
position then may be used in place of the runway update.

8.3 - 19
DEPARTURE
Flight Plan Monitoring
During the procedure and where feasible, flight progress should be monitored for navigational
reasonableness, by cross-checks, with conventional navigation aids using the primary displays
in conjunction with the CDU. If P-RNAV capability is not based on GNSS equipment, transition
to the P-RNAV structure shall only be made from the point where the aircraft has entered
DME/DME coverage.
When a procedure is designed to be started conventionally, then the first point of the P- RNAV
procedure will be identified on the charts.
Track Keeping Monitoring
When using autopilot and/or flight director, particular attention should be paid to the
selected/armed mode as the resultant track keeping accuracy may vary. Track keeping
monitoring of a P-RNAV procedure below MSA will also require particular attention in degraded
conditions such as engine failure, as both the vertical and the lateral obstacle clearance are
more critical.
DESCENT AND ARRIVAL
Check of the Active Flight Plan
As for departure, prior to the arrival phase, the flight crew should verify that the correct terminal
procedure has been loaded. The active flight plan should be checked by comparing the charts
with the map display (if applicable) and the CDU.
This includes:
• confirmation of the way-point sequence,
• reasonableness of track angles and distances,
• any altitude or speed constraints, where possible,
• which way-points are fly-by and which are fly-over.
Some P-RNAV procedures, called open procedures, are terminated by means of a heading
segment to assist sequencing and to prevent automatic turns onto final approach. Again, pilots
shall particularly focus on the segment P-RNAV procedures which are below MSA. If required,
a check will need to be made to confirm that updating will include or exclude a particular
navigation aid as appropriate.
A procedure shall not be used if doubt exists as to the validity of the procedure in the navigation
database.
As a minimum, the arrival checks could be a simple inspection of a suitable display to achieve
the objectives of this paragraph. The crew briefing shall include reversion to a conventional
procedure and the go around procedure. As for departure, the creation of new waypoints
manual entry into the RNAV system by the flight crew is not permitted as it would invalidate the
P-RNAV procedure.
System Accuracy Check
For RNAV systems without GNSS updating, reasonableness check is required during the
descent phase before reaching the Initial Approach Waypoint (IAWP). For example, where
feasible, display bearing/range to a VOR/DME on the RNAV system and compare it to the

8.3 - 20
actual RMI reading of that particular navaid. It should be noted that for some systems the
accuracy may be derived from the navigation mode or accuracy mode.
Where the CDU is not capable of displaying accuracy in decimal units, then an approved
alternative means of checking will have to be followed.
GNSS specific: for GNSS based systems, absence of a triggered alarm is considered sufficient.
If the check fails, a conventional procedure must then be flown. Where the contingency to revert
to a conventional arrival procedure might be required, the flight crew must make the necessary
preparation and briefing.
Track Keeping Monitoring
As for departure, when using autopilot and/or flight director, particular attention should be paid
to the selected/armed mode as the response to the track keeping demand may vary.
CONTINGENCY PROCEDURES
Contingency includes failure or degradation of RNP required accuracy. Contingency procedures
address cautions and warnings for the following conditions:
• Failure of the RNAV system components including those affecting flight technical errors
(e.g. failures of the flight director or automatic pilot).
• Multiple system failures.
• Failure of the navigation sensors.
• Coasting on inertial sensors beyond a specified time limit.
The Commander must notify ATC of any problem with the RNAV system that results in the loss
of the required navigation capability, together with the proposed course of action.
In this case contingency procedures must be followed:
(1) Revert to basic flight instruments (conventional navigation).
(2) Report to ATC "UNABLE PRECISION RNAV" and follow new instructions.
(3) Climb to MSA until under radar vectoring from ATC, or established on a NON P-RNAV
procedure.
Contingency procedures during departure and approach must be briefed by the PF and will be
executed for the respective phase of flight:
Departure:
Continue LNAV track, state "UNABLE PRECISION RNAV" and request radar vectors or
request reversion to a conventional procedure or as instructed by ATC. Climb at least until
reaching MSA (Minimum Sector Altitude).
Arrival:
Continue LNAV track, state "UNABLE PRECISION RNAV" and request radar vectors to final
or request reversion to a conventional approach procedure and execute the following:
If the aircraft is below MSA (Minimum Sector Altitude), climb to MSA on the LNAV track, inform
ATC and forward your request.
If the aircraft is at or above MSA, maintain altitude, inform ATC and forward your request.
In the event of communications failure, the flight crew should continue with the RNAV
procedure in accordance with the published lost communication procedure.

8.3 - 21
RTF Phraseology
The phrase "NEGATIVE – RNAV" shall be included by the pilot immediately following the
aircraft call sign whenever initial contact on an air traffic control frequency is established.
If a RNAV arrival or departure procedure, which has been assigned, cannot be accepted by the
pilot, for reasons of either the RNAV equipment or circumstances associated with its
operational use, the pilot shall inform the ATC immediately by use of the phrase:
UNABLE (designator) DEPARTURE [or ARRIVAL] DUE RNAV TYPE
If for any other reason, the pilot is unable to comply with an assigned terminal area procedure,
the pilot shall inform ATC immediately by the use of the phrase:
UNABLE (designator) DEPARTURE [or ARRIVAL] (reasons)
If ATC is unable to assign a RNAV arrival or departure procedure requested by a pilot, for
reasons associated with the type of on-board RNAV equipment indicated in the FLIGHT PLAN,
ATC shall inform the pilot by the use of the phrase:
UNABLE TO ISSUE (designator) DEPARTURE [or ARRIVAL] DUE RNAV TYPE
If for any other reason, ATC is unable to assign an arrival or departure procedure requested by
the pilot, ATC shall inform the pilot by use of the phrase:
UNABLE TO ISSUE (designator) DEPARTURE [or ARRIVAL] (reasons)
As a means for ATC to confirm the ability of a pilot to accept a specific RNAV arrival or
departure procedure, ATC shall use the phrase:
ADVISE IF ABLE (designator) DEPARTURE [or ARRIVAL]
8.3.3 ALTIMETER SETTING PROCEDURES

These procedures provide adequate vertical separation from other aircraft and, in conjunction
with correct navigation procedures, ensure adequate terrain clearance during all phases of
flight.
8.3.3.1 ALTIMETER SETTING REFERENCE DATUM

Three altimeter settings are used as shown in table below. The indicated vertical distance
above the selected reference datum assumes international standard atmosphere conditions
and errors become significant at extremely low temperatures (see GB 8.3.3.10)
ALTIMETER ALTIMETER
SETTING REFERENCE DATUM INDICATION
Standard 1013,2 hPa / 29.92 ins Flight level
QNH Local mean sea level pressure Altitude
QFE Aerodrome (or threshold) Height above reference

elevation elevation

8.3 - 22
8.3.3.2 ALTIMETER SERVICEABILITY CHECKS

Altimeters are to be checked during the pre-flight phase as follows:
Before leaving the ramp the pressure scales of all altimeters shall be set to the actual QNH of
the ai rport, including the standby altimeter.
The altimeter indications thus obtained shall be observed and checked against the elevation of
the aerodrome of the location of the airplane.
When the altimeter does not indicate the reference elevation or height exactly, but is within the
tolerance specified in Operations Manual (Part B)(AOM), no adjustment of this indication shall
be made at any stage of the flight. Furthermore, any error that is within tolerance noted during
pre-flight check on the ground shall be ignored by the pilot during flight.
After each setting of altimeters, the readings on the flight deck shall be compared as outlined in
OM Part B. This shall include the stand-by altimeter.
8.3.3.3 TRANSITION ALTITUDE

During flight at or below “Transition Altitude” an aircraft is flown at “Altitudes” based upon QNH.
The altimeter setting will be the regional QNH, unless operating below a terminal area (TMA)
when the zone QNH or associated airport QNH should be set.
A transition altitude is normally specified for each airport by the State in which it is located and
is shown on TMA and / or Approach charts.
8.3.3.4 TRANSITION HEIGHT

In the states of the former USSR (except the Baltic states), Bulgaria, China, Mongolia and at
some military airports (e.g. Royal Air Force) where procedures are based upon QFE, “Transition
Height” is used with airport QFE as the datum. The QFE reference is the “Airport Elevation”.
However, threshold elevation shall be used as the datum for a precision approach runway and
for a non-precision approach runway with the threshold 2 mtr(7 feet) or more below the airport
elevation.
8.3.3.5 TRANSITION LEVEL

The transition level is the lowest flight level available for use above the transition altitude. It is
determined by the approach control office or airport control tower for use at the relevant airport
depending on QNH.
8.3.3.6 TRANSITION LAYER

• The transition from flight levels to altitudes and vice versa in the vicinity of an airport is
effected in the airspace between the transition altitude and the transition level called the
transition layer.
Note 1: The vertical dimensions of the transition layer may vary according to atmospheric
pressure. Where required to ensure vertical separation, the vertical dimensions of the
transition layer will be at least 1,000 feet.
• Change from flight level to altitude shall be made at the transition level when descending,
and from altitude to flight level at the transition altitude when climbing. For Eurocypria
SOP´s regarding altimeter change refer to Operations Manual Part B (AOM).

8.3 - 23
Note 2: In exceptional cases approach or departure procedures may prescribe flight at an

altitude above the transition altitude, or at a flight level below the transition level (but not
below the transition altitude). In these cases it is the responsibility of ATC to ensure that
vertical separation is not infringed.
8.3.3.7 FLIGHT LEVELS

Flight above the transition altitude is conducted at “Flight Levels” which are surfaces of constant
atmospheric pressure based on the “Standard” altimeter setting of 1013.2 hPa / 29.92 in. The
flight level is the altimeter reading divided by 100 (e.g. 23,000 ft = FL 230).
Note 1:In Eastern Europe flight levels are metric and the complete altimeter reading
is used so that 5,000 metres (16,400 ft) is stated as “Flight Level 5,000 metres
Standard”.
Note 2: Conversion table of flight levels from meters to feet is found on the Jeppesen
Airway charts and the aircraft single-page checklist.

8.3 - 24
8.3.3.8 ALTIMETERS’ PRESSURE SETTINGS

Altimeters are to be set and always cross-checked (baro setting, altitude / FL passing) between
the two pilots whenever a new setting is applied, in accordance with the following table:
SBY
FLIGHT STAGE CM1 CM2 REMARKS
(ISDF)
BEFORE TAKEOOFF QNH QNH QNH Airport setting
CLIMB AND CRUISE (BELOW QNH QNH QNH (Note 1&2)

TA)
CLIMB 1013.2 1013.2 1013.2 When cleared to FL (Note 2)
CRUISE 1013.2 1013.2 1013.2
1013.2 1013.2 1013.2 When cleared to altitude

DESCENT
(Note 2)
INITIAL APPROACH QNH QNH QNH Airport setting (Note 2)
FINAL APPROACH QNH QNH QNH Airport setting
MISSED APPROACH QNH QNH QNH Airport setting
Note 1: When in cruise, the QNH used should be the appropriate regional value, unless
operating below a Terminal Area (TMA) when the zone QNH, or airport QNH of an associated
airport should be set,
Note 2: In the climb and descent both pilots will check altimeters readings and settings when
passing 10,000 ft or FL100 and 1,000 ft before assigned levels/ altitudes.
Note 3: In the states listed under GB 8.3.3.4 vertical dimensions are metric. Jeppesen
approach charts for these airports indicate all vertical distances as altitudes (QNH) in feet with
conversion to heights in feet (QFE) and metres (QFE).
• Air traffic control instructions and flight crew reports concerning vertical navigation below
transition height / level are expressed in “metres QFE” (height).
• For departure, for en-route flying at or below transition altitude / level and for intermediate
and final approach, both altimeters shall be set to QNH and the QNH / QFE conversions
used to establish and report vertical position.
• The stand-by altimeter should be set to QFE for monitoring read-outs in meters.
8.3.3.9 CHECKING OF TERRAIN CLEARANCE - (MINIMUM FLIGHT ALTITUDES)

The cruising flight level / altitude shall always be equal to or higher than true minimum safe en-
route altitude / minimum safe grid altitude.
When selecting cruising levels the following factors must therefore be taken into
account:

8.3 - 25
• Actual QNH (1 hPa = 30 ft)

• OAT (10° ISA Deviation Corresponding 4% altitude)
Note : Low pressure and low temperature required added safety.
EXAMPLE
Conditions: FL 160, OAT -30°C, MEA 12,000 ft, Lowest QNH 977 hPa
• Step 1 - Temperature Correction:
Standard Temperature at FL160 = -17°C
OAT at FL 160 = -30°C
ISA Deviation = -13°C
13°C = 5 %
12,000 ft + 5 % = 12,600 ft
• Step 2 - QNH Correction:

1013 – 977 = 36 hPa
12,600 ft + (36 x 30) = 13,680 ft
Lowest usable flight level is FL 140
FL 160 is safe
The adequacy of terrain clearance during the departure phase of flight and during the approach
to land is determined by using the QNH altimeter setting of the airport concerned (generally no
temperature correction has to be applied; see below).
For circling, final approach and landing generally no correction need be applied. At airports with
high circling minima, however, due consideration should be given to the temperature correction
if the outside air temperature is low. The specified circling height, which is the true height above
official airport elevation, must then be converted into indicated circling height.

8.3 - 26
8.3.3.10 RADIO ALTIMETER (RA)

In all phases of flight, the radio altimeter shall be set to a positive value.
• For Non Precision or CAT 1ILS approaches the RAD ALT is not to be used to designate a
minima.
• For CAT 2 / 3 approaches; use the RAD ALT as specified in the Low Visibility Operations
procedures.
8.3.4 ALTITUDE ALERTING SYSTEM PROCEDURES

The purpose of the altitude alerting system is to alert the flight deck crew by the automatic
activation of a visual and an aural signal (see respective Operations Manual (Part B) (AOM)
when the aircraft is about to reach or is deviating from the pre-selected altitude / flight level. The
system and its operation shall ensure an accurate altitude adherence during all phases of the
flight. The type-related crew co-ordination concept (and the Operations Manual (Part B) (AOM /
AFM) will specify, which crew member will set the altitude.
Further details will be specified in the Operations Manual B (AOM) of the respective type.
The use of the altitude alerting system does not in any way relieve the flight deck crew from the
responsibility of ensuring that the aircraft levels off or will be levelled off at the correct altitude or
flight level.
Care must be exercised when re-setting altitudes on the MCP-mode control selector panel in
order to prevent any unplanned aircraft excursion from its desired flight path.
Both pilots shall verify aurally the cleared Altitude / Flight Level set on the MCP (B737). One
crew member must make a call-out “ONE TO GO“, when 1,000 ft before the reaching the
selected altitude / FL.
8.3.5 GROUND PROXIMITY WARNING SYSTEM (GPWS)
8.3.5.1 GENERAL
The Ground Proximity Warning System (GPWS) is to be energised and used throughout flight,
unless it has become unserviceable and the MEL permits it to remain so for a specified period.
The following paragraphs ar e as a guide to the purposes and use of GPWS generally; specific
technical details of particular equipment will be included in the Operations Manual (Part B).
GPWS is intended to provide warning of unintentional closure with the ground, which requires
immediate remedial action by the flight crew. It is not infallible, but an immediate and positive
response must be made to all its alerts and warnings. These alerts / warnings are based on
radio altitude and combinations of barometric altitude, airspeed, glide slope deviation and
aircraft configuration and they are called “radio altitude based alerts”.
ENHANCED GPWS (EGPWS)
The most advanced GPWS equipment is the Enhanced Ground Proximity Warning System
(EGPWS). EGPWS monitors terrain proximity using an internal worldwide terrain database and
provides aural and visual (terrain imaging) alerts / warnings which are called “look-ahead terrain
alerts”, in addition to the standard “radio altitude based alerts”.

8.3 - 27
ALERTS AND WARNINGS

• Alert: A caution generated by the GPWS equipment.
• Warning: A command generated by the GPWS equipment, which may be:
• Genuine, i.e. in accordance with its technical specification,
• Nuisance, i.e. although the equipment is operating as intended, the pilot is following
an authorised, safe procedure,
• False, i.e. the equipment is not operating as designed and the warning is spurious.
Irrespective of their nature, all alerts and warnings, except glideslope and minima, are to be
reported to the Company on an ASR form so that the circumstances may be investigated and
the reliability of the equipment established. Flight Crews must beware of becoming slow to react
to GPWS alert / warnings purely on the basis of previous suspect performance. Disabling the
GPWS partially of fully is not permitted, except under the following circumstances:
• Following the guidance of the Non-Normal check list or;
• If it is clear that the system is inoperative and that continuous alerting would interfere with
the normal operation of the aircraft, then the CB may be pulled,

8.3 - 28
The following table illustrates the relationship between alerts, warnings and modes:
AIRCRAFT EQUIPMENT
GPWS MODE
Alert Warning
1. Excessive descent rate ‘Sink Rate’ ‘Whoop Whoop

Pull Up’
2. Excessive terrain closure rate ‘Terrain ‘Whoop Whoop

Terrain’ Pull Up’
3. Altitude loss after take-off or go- ‘Don’t Sink’ ‘Whoop Whoop

around Pull Up’
4. Unsafe terrain clearance while not 4a. Proximity to ‘Too Low ‘Whoop Whoop
in the landing configuration terrain Gear’ Pull Up’
Gear not locked
down
4b. Proximity to ‘Too Low ‘Too Low Terrain’

terrain Flaps’ (see note below)
Flaps not in a
landing position
5. Descent below glideslope ‘Glide Slope’ -
6. Descent below minima ‘Minima’ -

8.3 - 29
8.3.5.2 ACTION ON RECEIPT OF ALERT / WARNING

ADVANCED GPWS / EGPWS
The more advance GPWS equipment indicates the mode of operation and provides alerts as
well as warnings (see table above). The immediate action on receiving an alert will vary
according to the stage of flight and aircraft configuration, but should involve correcting the
condition for which the alert was valid. No attempt should be made to recover the original flight
path until the cause of the alert has been positively established and eliminated.
Whenever a warning is received, however, the immediate response must be to level the wings
and initiate a maximum gradient climb to the minimum safe altitude (MSA) for the sector being
flown, except as in note below:
Note: The response to a warning as outlined above, may be limited to that appropriate to an
alert only if:
• The aircraft is being operated by in VMC conditions, and
• It is immediately obvious to the Commander that the aircraft is in no danger in respect of
its configuration, proximity to terrain or current flight manoeuvre,
PROCEDURE
When a GPWS warning is received, the Pilot Flying is immediately to:
• Apply maximum power,
• Execute positive pull-up,
• Climb at maximum rate until warning cancels,
• Level at a safe altitude / FL.
The Pilot Monitoring is to:
• Carry out standard go-around actions if required,
• Warn ATC,
• Monitor Radio Altimeter closure rate,
• Monitor aircraft altitude.
Note 1: The pilot must react with an immediate and positive response to all GPWS alerts and
warnings,
Note 2: GPWS response action may result in high pitch angles,
Note 3: Investigation of the reason for an alert / warning must take second place to the
response action.
TERRAIN AWARENESS AND WARNING SYSTEM (TAWS)

In addition to the basic or advanced GPWS equipment, the TAWS functions give forward
looking warnings to the fli ght crew. This information is not only based on Radio Altitude but also
uses a database with terrain information.
Terrain Awareness and Warning Systems automatically provide visual and aural signals. This
information is displayed on a Terrain Awareness Display. It gives the Flight Crew sufficient

8.3 - 30
alerting time to prevent “Controlled Flight Into Terrain” events (CFIT). It also provides forward
looking capability and a terrain clearance floor.
8.3.5.3 UNWANTED WARNINGS

Unwanted (i.e. false or nuisance) warnings may be received during normal, safe operations
when, for example, the aircraft is being vectored by ATC and is descending in an area or hilly
terrain. A glideslope alert may be triggered when the aircraft is being flown outside the validity
area of the glideslope signal, such as when manoeuvring visually to land on a non-instrument
runway following an approach to the ILS runway. An alert / warning will also be triggered if the
approach is flown with the flaps set to a different position from that normally used for landing.
Provided that flight crews remain fully aware of these limitations of the equipment, however,
and follow the recommended procedures immediately on receipt of GPWS alerts and warnings,
its use may well avoid an otherwise inadvertent closure or contact, with the ground. It is
emphasised that even if a warning is anticipated or suspected to be false or nuisance,
immediate and aggressive action is required by the crew.

8.3 - 31
8.3.6 POLICY AND PROCEDURES FOR THE USE OF TCAS / ACAS
8.3.6.1 GENERAL
The Airborne Collision Avoidance System (ACAS II) is intended to improve air safety by acting
as a 'last-resort' method of preventing mid-air collisions or near collisions, between aircraft.
By utilising Secondary Surveillance Radar (SSR) technology, ACAS equipment operates
independently of ground-based aids and ATC. Aircraft equipped with ACAS have the ability to
monitor other aircraft in the vicinity and assess the risk of collision by interrogating airborne
transponders. Non-transponding aircraft are not detected
In simple terms, ACAS refers to the concept of collision avoidance, Traffic Alert and Collision
Avoidance System (TCAS) refers to the equipment that satisfies this concept. Currently, the
TCAS II is the only commercially available implementation of an ACAS II.
The European policy regarding ACAS II is to require the mandatory carriage and operation of
an airborne collision avoidance system by defined civil aircraft in the airspace of the ECAC
Member States.
ECA aircraft are all equipped with TCAS II Version equipment.
TCAS II, Version 7.0 is the only equipment, which complies fully with ACAS II Standards And
Recommended Practices (SARPs), published by the International Civil Aviation Organisation
(ICAO). Therefore TCAS II version 7.0 is required to meet the ACAS II mandate in the ECAC
Member States.
8.3.6.2 RESPONSINBILITIES
The use of TCAS does not alter the respective responsibilities of pilots and controllers for the
safe conduct of the flight, being:
• The primary responsibility to maintain separation rests with ATC,
• The infringement of an ATC clearance based on information conveyed by TCAS lies within
the authority of the Commander.
Once an aircraft departs from an assigned ATC clearance in compliance with RA, the controller
ceases to be responsible for providing separation between that aircraft and other aircraft
affected as a direct consequence of the manoeuvre induced by RA.
The controller’s responsibility for providing separation for all affected aircraft resumes when
either:
• The controller acknowledges a report from the pilot that the aircraft has resumed its
assigned clearance, or
• The controller acknowledges a report from the pilot that the aircraft is resuming its
assigned clearance and issues an alternative clearance which is then acknowledged by
the pilot.
8.3.6.3 ACTION
IF A TA OR AN RA IS RECEIVED, THE FOLLOWING ACTION SHOULD BE TAKEN
• TA – a TA is intended to alert the crew that an RA, requiring a change in flight path, may
follow. A visual search should immediately be concentrated on that part of the sky where

8.3 - 32
the TA indicates the conflicting traffic to be. If the potential threat cannot be seen and gives
cause for concern, air traffic control assistance should be requested in deciding whether a
change of flight path is required. Do not attempt to manoeuvre on the basis of TA
information only, but respond immediately by attempting visual contact. If the potential
threat is seen, and considered to pose a definite risk of collision, the pilot should
manoeuvre his aircraft as necessary to avoid it, making sure that the area into which he is
manoeuvring is clear. Once clear of the potential threat, and any other subsequent
conflicts, the airplane is promptly returned to its previous ATC instructions or clearance
and advise ATC of any deviation from his clearance.
Note 1: The primary goal of TA is to alert pilot of the possibility of an RA, to enhance situational
awareness, and to assist in visual acquisition of conflict traffic. However visually acquired traffic
may not br the same traffic causing the TA. Visual percertion of an encounter may be
misleading, particularly at night.
Note 2: Avoidance manoeuvre should not attempted solely on the basis of TA information
except that in case of high vertical rate approaching the cleared flight level.
• RA – an RA is intended to advise pilots on the manoeuvre they must carry out in order to
achieve or maintain adequate separation from an established threat. When undue
proximity to another airplane (RA) is detected by TCAS, the commander must ensure that
the corrective action indicated by the RA is initiated immediately, unless doing so would
jeopardize the safety of the airplane (i.e., stall warning, wind shear and GPWS). The RA
orders must always be followed, even if they lead to cross the altitude of the intruders as
they ensure the best global separation. The corrective action as a result of an RA, must
never be in a sense opposite to that indicated by the RA and must the minimum possible
to comply with the RA indication.
Note 1: If an instruction to manoeuvre is received simultaneously from an RA and from
ATC, and the instructions conflict, the advice given by the RA must be followed.
Note 2: Visually acquired traffic may not be the same traffic causing an RA. Visual
perception of an encounter may be misleading, particularly at night.
Whenever an RA requires “CLIMB” while the aircraft is in landing configuration, a go-around
shall be initiated.
It is emphasised that TCAS II relies upon information received from transponder -equipped
aircraft by aircraft, which are similarly fitted. RAs will only be generated if both the receiving
aircraft and the potential intruder are transponding in altitude mode “C”. The equipment is not
capable of resolving with complete accuracy the bearing, heading or vertical rates of intruding
aircraft; pilots should not therefore attempt to manoeuvre solely on the basis of TA information.
Pilots must be aware of the limitations of the particular equipment, as the full range of TAs and
RAs may not be produced beyond the minimum and maximum altitudes specif ied for its
operation.
Even if TAs and RAs are suspected of being nuisance or false advisories, they should be
treated as genuine unless the intruder has been positively identified and shown visually to be
no longer a threat.

8.3 - 33
8.3.6.4 REPORTING
Whenever, as a result of a TCAS II warning, an aircraft has been manoeuvred such that it has
departed from its air traffic control clearance, the appropriate ATC unit is to be informed as
soon as possible of the departure, and of the return to the previously cleared flight conditions.
Whenever an aircraft has departed from an air traffic control clearance in compliance with an
RA, the pilot is to report the circumstances to the Company and / or Authority.
In accordance with ICAO PANS-ATM 4444 the following phraseology will be used by ATC to
handle an RA:
a. After a pilot starts to deviate from any Air Traffic Control (ATC) clearance or
instruction in order to comply with an RA:
Pilot: TCAS RA Controller: ROGER
b. After the response to an RA is completed and a return to ATC clearance is initiated:
Pilot: CLEAR OF CONFLICT RETURNING TO (assigned clearance)
Controller: ROGER (or alternative instructions)
c. After the response to an RA is completed and the assigned ATC clearance or
instruction has been resumed:
Pilot: CLEAR OF CONFLICT (assigned clearance) RESUMED
Controller: ROGER (or alternative instructions)
d. If an ATC clearance or instruction contradicts an RA subsequently received, the pilot
should continue to follow the RA and inform ATC directly:
Pilot: UNABLE, TCAS RA Controller: ROGER
NOTE: When an RA is declared the controller will acknowledge and thereafter expect no
further ATC calls until “Clear of conflict is declared”.
8.3.6.5 RECOMMENDATIONS
During visual approach to closely – spaced parallel runways or to converging or intersecting
runways use of TA Only mode is recommended once the aircraft is established on final
approach course, and glide path intercept has occurred. Continued operation in TA / RA mode
may result in RAs for aircraft on approach for the adjacent runway, and may cause
unnecessary go–arounds.
When approaching airports with low terrain along the final approach use of TA Only mode is
recommended once the aircraft is established on final approach course, and glidepath intercept
has occurred. Continued operation in TA / RA mode may result in RAs for aircraft that may be
on the airport surface, with their transponders operating, and may cause unnecessary go–
arounds.
8.3.7 POLICY AND PROCEDURES FOR IN-FLIGHT FUEL MANAGEMENT

GENERAL
The Commander must ensure that fuel checks are carried out at regular intervals throughout
the flight as follows:
(a) At TOC

8.3 - 34
(b) At least every hour

(c) At the end of each step climb or descend
(d) At TOD
Note: At least one fuel check is required for sectors of less than 1 hour duration, except that no
fuel check is required for flight of less than 20 mins duration.
At each check, the Fuel Remaining must be recorded on the Operational Flight Plan (OFP) and
evaluated so as to:
• Compare actual consumption with planned consumption,
• Check that the fuel remaining will be sufficient to complete the flight with required
reserves, and
• Determine and record the expected fuel remaining on arrival at destination.
The flight crew must continually monitor the fuel situation. Changes in the operational status of
the airport of intended landing and of alternate airports and deviations from the original flight
plan (e.g. instructed by ATC) must be taken into account.
Note 1: Diversion means proceeding to any alternate airport whenever it becomes impossible
or inadvisable to continue to or to land at the airport of intended landing.
Note 2: When in-flight replanning is performed the OFP must be amended accordingly.
FUEL CHECK - NORMAL
The Commander shall ensure that during the en-route phase of flight the following required fuel
quantities are on board:
• Trip fuel for the remaining portion of the flight,
• Alternate fuel or, instead, Additional Fuel as prescribed by GB 8.1.7.3, GB 8.1.7.4 or
GB 8.1.7.5, depending on the OFP,
• Final reserve fuel (holding fuel).
FUEL CHECK - ISOLATED AIRPORT
If, on a planned flight to an isolated destination airport, a fuel check indicates that the fuel
remaining at the planned point of last possible diversion will be less than the sum of:
• Trip Fuel to isolated destination,
• Additional Fuel, but not less than fuel to fly for 2 hours after arriving overhead the
destination airport, calculated with the normal cruise consumption.
The Commander must either divert or continue to the planned destin ation provided that it has
two separate available runways and the weather conditions expected on arrival satisfy the
requirements of GB 8.1.3.2 for either runway.
FUEL CHECK - DECISION POINT PROCEDURE
If the Decision Point (reclearance) procedure (see GB 8.1.7.3) is used for flight planning the
following fuel quantities must by available at the reclearance point (this also applies also when
changing the destination in flight):
• Trip fuel to the desired recleared destination,
• Contingency fuel to the desired destination,

8.3 - 35
• Alternate fuel (for desired destination alternate),

• Final reserve fuel (holding fuel).
If the quantity is found to be less, a diversion to the nominated destination (en-route alternate)
shall be initiated unless safety reasons dictate another course of action.
The Commander must ensure that the usable fuel on board at the Decision Point is not less
than the sum of:
Replanning to a new destination for which a destination alternate is required:
Remaining trip fuel,
Contingency fuel,
Alternate fuel,
Final reserve fuel,
Additional fuel if required,
Or,
Replanning to a new destination for which a destination alternate is not required,
Remaining trip fuel,
Contingency fuel,
Additional fuel required, which includes final reserve fuel.
FUEL CHECK - FUEL BELOW MINIMUM COMPANY RESERVES
If an in-flight fuel check indicates that the expected fuel remaining on arrival at the destination
will be less than the Required Alternate Fuel plus Final Reserve Fuel, the Commander will
decide whether to continue to the planned destination or to divert so as to land, in either case,
with not less than Final Reserve Fuel.
In making this decision he will take into account the prevailing traffic, operational and
meteorological conditions and those expected:
At the destination airport,
Along the diversion route to, and
At the alternate airport.
The Commander shall declare an emergency when calculated usable fuel on landing, at the
nearest adequate aerodrome where a safe landing can be performed, is less than final reserve
fuel. (OPS 1.375 (b) (3))
8.3.8 ADVERSE AND POTENTIALLY HAZARDOUS ATMOSPHERIC CONDITIONS
8.3.8.1 GENERAL
This chapter contains a compilation of hazardous atmospheric conditions and recommended
practise and procedures for operating in and / or avoiding such conditions as:
Thunderstorms,
Icing,
Turbulence,
Windshear,

8.3 - 36
Jetstreams,
Volcanic ash clouds,
Heavy precipitation,
Sand storms,
Mountain waves,
Significant temperature inversions.
ATC IN-FLIGHT WEATHER AVOIDANCE ASSISTANCE
To the extent possible, controllers will issue pertinent information on weather or CAT areas and
assist flight crews in avoiding such areas when requested.
Flight crews should respond to weather advisory by acknowledging it and, if considered
necessary, requesting an alternative course of action as follows:
Request to deviate off course by stating the number of miles and the direction of the requested
deviation. In this case, when the requested deviation is approved, the pilot is expected to
provide his own navigation, maintain the altitude assigned by ATC and to remain within the
specified mileage of his original course
Request a new route to avoid the affected area
Request a change of altitude
Request radar vectors around the affected areas
For obvious reasons of safety, the flight crew operating under IFR must not deviate from the
course or altitude or flight level without a proper ATC clearance. When weather conditions
encountered are so severe that an immediate deviation is necessary and time will not permit
approval by ATC the Commander’s emergency authority may be exercised.
When a flight crew requests clearance for a deviation or for an ATC radar vector, the controller
must evaluate the air traffic picture in the affected area, and co-ordinate with other controllers
before replying to the request.
It should be remembered by flight crews that the controller’s primary function is to provide safe
separation between aircraft. Any additional service, such as weather avoidance assistance, can
only be provided to the extent that it is not detrimental to the primary function. The separation
workload is generally greater than normal when weather disrupts the usual flow of traffic.
Therefore it is very important that the request for deviation or radar vectors be forwarded to
ATC as far in advance as possible.
The following information should be furnished to ATC when requesting clearance to
detour around weather activity:
Proposed point where detour will commence,
Proposed route and extent of detour (direction and distance),
Point where original route will be resumed,
Flight conditions (IFR or VFR),
Any further deviation that may become necessary as the flight progresses,
Advise if the aircraft is equipped with functioning airborne radar.
The assistance that might be rendered by ATC will depend upon the weather information
available to controllers. Due to the extremely transitory nature of severe weather situations, the
controller’s weather information may be of limited value if based on weather observed on radar
only. Frequent updates by pilots giving specific information can be of considerable value.

8.3 - 37
8.3.8.2 THUNDERSTORMS
These are classified as:
Frontal thunderstorms, and
Air mass thunderstorms.
Frontal thunderstorms may exist as:
Warm front thunderstorms,
Cold front thunderstorms,
Occluded front thunderstorms.
Air mass thunderstorms are divided into:
Convective thunderstorms,
Orographic thunderstorms,
FRONTAL THUNDERSTORM
Frontal thunderstorms form in squall lines and generate heavy rain and possibly hail, and pro-
duce strong gusty winds and possibly tornadoes. Large horizontal wind changes in speed and
direction at different altitudes are characteristic for a frontal thunderstorm. Vertical airflow within
the storm may accelerate to high speeds, and these ultimately result in strong horizontal winds
at the surface.
AIR MASS THUNDERSTORM
Air mass thunderstorms are caused either by thermal convection or by moist air moving uphill
on the windward side of a mountain.
CONVECTIVE STORMS (THUNDERSTORMS, RAIN / SNOW SHOWERS)
Air mass thunderstorms appear to be randomly distributed i n unstable air and develop from
localised heating of the earth’s surface. The heated air rises and cools to form cumulus clouds.
As the cumulus stage continues to develop, precipitation forms in the higher portion of the cloud
and falls. Precipitation signals the beginning of the mature stage and presence of a downdraft.
In the later stages of development, the heated updraft creating the thunderstorm is cut off by
rainfall, and the thunderstorm begins to dissipate. Many thunderstorms produce an associated
cold air gust front as a result of the downflow and outrushing rain -cooled air. These gust fronts
are usually very turbulent and are a serious threat during take-off and landing.
VERTICAL EXTENSION OF THUNDERSTORM
The vertical extent of thunderstorms is up to 25,000 ft during winter time and up to the
troposphere during summer. Their horizontal range is 10 to 20 km. Besides the dangerous
situations already mentioned there may be additional dangers as sudden heavy precipita tion
with poor visibility below the clouds, possibly hail showers, heavy icing formation, and severe
turbulence.
LIGHTNING
Lightning is not a direct danger for the crew and passengers as the electrical load will stay
outside the aircraft (Faraday Cage), but lightning strikes may disturb or damage the navigation
system
Use of Weather Radar – Guidance for Pilots

8.3 - 38
Flight Altitude Echo Characteristics

(1000s of ft)
Shape Intensity Gradient of Rate of Change
Intensity
0 – 20 Avoid by 10 miles Avoid by 5 miles Avoid by 5 miles Avoid by 10 miles

echoes with echoes with sharp echoes with echoes showing
hooks fingers, edges or strong strong gradients rapid change of
scalloped edges intensities of intensity shape, height or
or other intensity
protrusions
20 – 25 Avoid all echoes by 10 miles
25 – 30 Avoid all echoes by 15 miles
Above 30 Avoid all echoes by 20 miles
Applicable to sets with Iso-Echo or a colour display. Iso-Echo produces a hole in a strong echo
when the returned signal is above a pre-set value. Where the return around a hole is narrow,
there is a strong gradient of intensity.
Note 1: If storm clouds have to be overflown, always maintain at least 5,000 ft vertical
separation from cloud tops. It is difficult to estimate this separation but ATC or MET
information on the altitude of the tops may be available for guidance.
Note 2: If the aircraft is not equipped with radar or it is inoperative, avoid by 10 miles any
storm that by visual inspection is tall, growing rapidly or has an anvil top.
Note 3: Intermittently monitor long ranges on radar to avoid getting into situations where no
alternative remains but the penetration of hazardous areas.
Note 4: Avoid flying under a cumulonimbus overhang. If such flight cannot be avoided, tilt
antenna full up occasionally to determine, if possible, whether precipitation (which
may be hail) exists in or is falling from the overhang.
Note 5: Pilots are strongly advised to continue monitoring the weather radar in order to select
the safest track for penetration under all circumstances.
Note 6: The local activity of thunderstorms can often be of relatively short nature, 20 – 30
minutes. Therefore, if a take – off or landing is planned during times of thunderstorm
activity consideration of the development of the storm shall determine whether a
delay might cause the worst effects to be avoided.

8.3 - 39
8.3.8.3 ICING CONDITIONS IN-FLIGHT

Ice formation on the ground and its effects are explained in GB 8.2.4. Pilots must be aware that
flight in icing conditions involves additional hazards. In particular, they must understand the
peculiarities of in-flight icing conditions and its effect on aircraft performance and handling as
well as the use and limitations of aircraft de-ice and anti-ice equipment.
Pitot and static vent heating should be “ON“for all flights through icing conditions, and other
equipment used for anti- or de-icing should be selected according to the prevailing conditions
and as recommended in the AOM.
TYPES OF ICE
The usual cloud-sized small droplets tend to fo llow the aerodynamic flow around the wing. They
are swept away, but larger, heavier droplets tend to “impinge” aft of the leading edge. The
larger (and hence heavier) the droplet (drizzle or rain-sized), the further aft it will impinge.
Furthermore, large droplets are relatively warm and as a result tend to run back and spread out
in liquid state before freezing. This effect is known as “flowback”, and its effect depends directly
upon size, temperature and velocity of water droplets and wing surface temperature.
Impingement and flowback result in ice collecting not only on the leading edge, but also on the
upper and lower surfaces of a wing, where there may be no ice protection.
RIME ICE is associated with stratiform cloud, and forms when droplets are small and the
temperature relatively cold ( -15°C or colder). Not all of the droplets follow the airflow and some
impact upon the wing and tailplane leading edges with little or no flowback, freezing quickly into
rime ice. Therefore, leading edge anti - / de-icing equipment is relatively effective against this
type of ice.
CLEAR ICE is associated with cumuliform clouds and forms when the temperature is relatively
warm (-10°C or warmer). Droplet sizes are relatively large (drizzle or rain-sized), and they tend
to i mpinge further aft and flow back before freezing to form sheet ice on the upper and lower
surfaces of the wing. These areas may not be protected by anti- / de-icing equipment. Any
deposit greater than light can significantly degrade performance, causing problems in roll and
pitch control with, in the extreme case, uncontrollable pitch up and stall.
Clear ice can form on aerofoil surfaces with few visual cues to the pilot. The absence of the
usual indications, such as ice formation on the windshield posts and / or wipers, does not mean
that clear ice is not forming. The terms “freezing drizzle” or “freezing rain” in a terminal forecast /
report indicate a strong probability of conditions for clear ice.
MIXED ICE is a combination of clear and rime ice with all the hazards of both. It forms when
droplets vary in size (e.g. drizzle in stratiform cloud) and the temperature is in the range–10°C
to –15°C. The proportional make-up varies with the weather system.

8.3 - 40
Summary:
IN FLIGHT ICING TYPES
CATEGORY Description Icing Onset Where Found
CLEAR Clear & smooth Rapid Cumuliform clouds
RIME Milky & rough Gradual Stratus clouds
MIXED Combination Varies Varies
Ice Accumulation Rates
IN FLIGHT ICING ACCUMULATION RATES
CATEGORY
TRACE Ice becomes perceptible, but is of no consequence and does not affect the
performance of the aeroplane. It should be reported by pilots for meteorological
purposes.
LIGHT The rate of accumulation may create a problem if extended flight in this
condition occurs. It can be safely handled by the aeroplanes anti/de-icing
equipment.
No restriction to operations provided the systems are used.
MODERATE The rate of accumulation is such that even short encounters become potentially
hazardous.
The aeroplane s anti/de-icing equipment will safely handle it. However, for
practical purposes, it should be a signal to the pilot to alter his flight path so as
to avoid further exposure.
SEVERE Adverse icing condition in which the rate of accumulation is such that the
anti/de-icing equipment fails to reduce or control the hazard. Pilots must
change the flight path immediately to establish more favourable conditions or
land as soon as possible.

8.3 - 41
FLIGHT PROCEDURES IN ICING CONDITIONS

It is important for pilots to understand that an aircraft equipped with some types of de-ice and /
or anti – ice systems may not be approved for flight into known icing conditions. To be approved
for such flight, the aircraft must be specifically certificated to operate in known icing conditions.
Also, it is important to reme mber that the certification standards provide protection for a wide
variety of atmospheric conditions encountered, but not for freezing rain or freezing drizzle or for
a mixture of super cooled droplets and snow or ice particles.
Some aerofoils are degraded by even a thin accumulation of ice aft of the de-icing boots who
can occur in freezing rain or freezing drizzle.
For this reason, the Operations Manual (Part B) must always be consulted for aircraft type
specific information regarding flight in known ici ng conditions. The following sections describe
generally applicable flight procedures in icing conditions. Particular attention is drawn to the
dangers of uncommanded and uncontrolled roll upset as well as tailplane stall.
De-ice and / or anti-ice equipment must be turned on prior to entering areas with the risk of
icing. Flight in known severe icing conditions is not allowed. If such conditions are nevertheless
encountered, alter the flight path / altitude as quickly as possible. Strictly observe any minimum
speeds associated with icing conditions. Remember that stalling speeds with contaminated
wings are higher than normal and that therefore a stall may be entered without warning.
Winter Jetstreams and storm centres are more intense and clear air turbulenc e is more
common. Frequently check weather conditions for destinations and alternates as ceilings and
visibility’s can be very low. Particular care must be taken when there are reports of freezing rain
or drizzle. There is the possibility of longer holding times in these conditions when landing
weather is at or below minimum.
Make sure that the arrival briefing includes landing conditions, braking, use of reverse thrust,
flaps and spoilers as well as ground handling / taxiing techniques (see also GB 8.2.4).
EXPOSURE TO SEVERE ICING
Severe icing is often associated with super cooled large droplets (i.e. freezing drizzle or rain).
Icing certification rules does not cover flight in these conditions. Droplets covered by icing
certification envelopes are so small that they are usually below the threshold of detectability.
Note 1: Consult the Operations Manual (Part B) for specific information regarding handling
techniques if inadvertently encountering severe icing conditions.
The most effective means of identifying severe icing conditions are cues that can be seen, felt
or heard. This includes visual inspection of aircraft surfaces, e.g. wings, propeller or
windscreen. At temperatures near freezing it may be possible to detect large droplets splashing
or splattering upon impact with the windscreen.
When exposed to severe icing in the form of super cooled large droplets, perform the
following actions:
• Disengage the autopilot and hand-fly the aircraft. The autopilot may mask important cues
or may self-disconnect and present unusual attitudes or control conditions.
• Advise air traffic control and promptly exit the condition, using control inputs that are as
smooth and small as possible.
• Change heading, altitude or both to find an area that is warmer than freezing, substantially
colder than the current ambient temperature, or free of clouds.

8.3 - 42
• When severe icing conditions exist, reporting may assist other crews in maintaining
vigilance. Submit a PIREP of the observed icing conditions. It is important not to
understate the conditions or effects of the icing observed.
CONTROL ANOMALIES IN ICING CONDITIONS
The formation of ice on the aircraft structure could create a situation from which the pilot might
have difficulty recovering and, in some instances, may not be able to recover at all. For this
reason, the following paragraphs describe two particular types of control upsets likely to be
encountered during flight in severe icing conditions.
ROLL UPSET is an uncommanded and uncontrolled roll phenomenon which may occur as a
consequence of, or prior to, a wing stall due to anomalous forces that cause the ailerons to
deflect or because the ailerons have lost effectiveness. Deflection of ailerons or loss of aileron
effectiveness may be caused by ice accumulation in a sensitive area of the wing aft of the de –
icing boots. It occurs under unusual circumstances associated with super cooled large droplets
and, rarely, normal cloud droplets in a very narrow temperature range near freezing. Roll upset
can result from severe icing conditions even without the usual symptoms of ice accumulation or
a perceived aerodynamic stall.
Pilots can minimise the chance of a roll upset by being sensitive to cues that identify severe
icing conditions and by promptly exiting the severe icing conditions before control or handling
characteristics of the aircraft are degraded to a hazardous level.
It is important to review the Operations Manual (Part B) for aircraft type-specific
information. Also, pilots should check any available icing related bulletins from the aircraft
manufacturer.
TAILPLANE (empennage) stall is another significant hazard of airframe icing. Sharp edged
surfaces are more susceptible to collecting ice than large blunt ones. For this reason, the
tailplane may begin accumulating ice before the wings and can accumulate faster. There have
been reports of ice on the tailplane without any visible ice on the wing. This can occur if the
tailplane has not been or cannot be de-iced.
A tailplane stall occurs when, as with the wing, the critical angle of attack is exceeded. Since
the horizontal stabiliser counters the natural nose down tendency caused by the centre of lift of
the main wing, the aircraft will react by pitching nose down, sometimes uncontrollably, when the
tailplane is stalled. Application of flaps can aggravate or initiate the stall. Use caution when
applying flaps during approach if there is the possibility of icing on the tailplane.
Perhaps the most important characteristic of a tailplane stall is the relatively high airspeed at
the onset and, if it occurs, the suddenness and magnitude of the nose down pitch. A stall is
more likely to occur when the flaps are approaching the fully extended position, after nose down
pitch and airspeed changes following flap extension, or during flight through wind gusts.
Warning:
Once a tailplane stall is encountered, the stall condition tends to worsen with increased
airspeed and possibly may worsen with increased power settings at the same flap setting.
Airspeed, at any flap setting, in excess of the aircraft manufacturer’s recommendations for the
flight and environmental conditions, accompanied by uncleared ice contamination on the
tailplane, may result in a tailplane stall and uncommanded pitch down from which a recovery
may not be possible. A tailplane stall may occur at speeds less than the flap extension
speed.

8.3 - 43
8.3.8.4 TURBULENCE
Turbulence is defined as a disturbed, irregular flow of air with embedded irregular whirls or
eddies and waves. An aircraft in turbulent flow is subjected to irregular and random motions
while, more or less, maintaining its intended flight path.
The intensity specifications for turbulence reporting have been defined as follows:
Light = Slight discomfort
Moderate = Moderate changes in aircraft attitude and / or altitude accompanied by small
variations in airspeed. Walking is difficult, loose objects move around.
Severe = Abrupt changes in aircraft attitude and / or altitude. The aircraft may be out of
control for short periods accompanied by large variations in airspeed. Occupants are forced
violently against seat belts. Loose objects are tossed around.
Turbulence may be one of the following types:
• Convective turbulence,
• Orographic turbulence,
• Clear air turbulence,
• Wake turbulence.
CONVECTIVE TURBULENCE is caused by thermal instability and is met in connection with the
development and activity of thunderstorms. It can cause extreme air motion with vertical speeds
up to 6,000 ft / min. Mostly it is encountered with severe turbulence in connection with
thunderstorm activity.
Mountain waves at the lee side of a mountain may cause severe turbulence, called Orographic
turbulence. Typical signs are lenticular, rotor clouds and clouds with “water-fall” appearance.
The strongest turbulence may be found in rotor clouds.
CLEAR AIR TURBULENCE (CAT) is of special significance, since its presence cannot be
detected before it is encountered. It is caused by large wind shears with rapid changes of wind
direction horizontally and / or vertically.
Abrupt changes of wind direction in a sharp troughline may cause considerable turbulence and
a change of flight level will normally alleviate the problem.
CAT may also be expected on the upper side of a sloping tropopause.
Further large horizontal and vertical shears of wind speed in the transition zone between cold
and warm air masses as well as at the tropopause associated with jetstreams may cause
severe CAT. These areas of turbulence are normally shallow, narrow and extended patches,
which move with the wind.
PIREPS RELATING TO TURBULENCE
When encountering turbulence, pilots are urgently requested to report such conditions to ATC
as soon as practicable.
The PIREPs should state:
• Aircraft location,
• Time of occurrence in UTC,
• Turbulence intensity,

8.3 - 44
• Whether the turbulence occurred in or near clouds,

• Aircraft altitude or flight level,
• Type of aircraft,
• Duration of turbulence.
8.3.8.5 WINDSHEAR
In order to avoid dangerous Windshear phenomena it is important to know what Windshear is
and in which meteorological and geographical environment it can be expected. The following
definition seems to be the most suitable for aviation:
• Windshear is any rapid change in wind direction and / or speed along the flight path of an
aircraft.
• Windshear, with or without turbulence, alters the lift force acting on an aircraft, resulting in
a significant sinking or rising motion.
Therefore Windshear may be categorised as:
• Increasing performance shear caused by increasing headwind / decreasing tailwind
component or vertical updrafts
• Decreasing performance shear caused by decreasing headwind / increasing tailwind
component or vertical downdrafts
Conditions for potentially hazardous wind shears are:
• Convective conditions (thunderstorms, rain / snow showers)
• Frontal systems
• Jetstreams
• Strong or gusty surface winds
• Other cases (temperature inversion, mountain waves, sea breeze circulation’s)
Windshear events are typically one to two miles in diameter and mostly occur near the ground
(below 500 ft) during take-off and landing.
There is only limited time for Windshear recognition and action, typically 5 to 15 seconds.
Several factors can impede Windshear recognition:
• Marginal weather conditions,
• High crew workload conditions,
• Illusion of normally: During the initial part of the Windshear encounter, everything may
appear normal. Even severe Windshear onset may not provide dramatic early indications
to the flight crew.
Standard response of the flight crew should be:
• Control of flight path through pitch attitude; resist a downward change in pitch attitude as
normal response to low airspeed,
• Unusual stick forces may be required to maintain pitch attitude during airspeed variations
away from normal target airspeed,

8.3 - 45
• Low airspeed must be accepted. Flying at airspeeds below normal reference speeds may
be required in order to utilise the full performance capability of the aircraft,
• If necessary “firewall” the throttles then land as soon as possible for engine checks.
The term “downbursts” describes a severe downward rush of air and its outburst of damaging
winds on or near the ground. It has been classified into microburst and microburst. They are
different in their size with radial outflow at the earth’s surface lasting from 3 to 20 minutes.
Downbursts can occur wherever convective weather conditions exist. Approximately 5 percent
of all thunderstorms produce microburst.
Downdrafts associated with microburst are typically only a few hundred to 1,000 mtr across.
When the downburst hits the ground, it spreads out horizontally and may form one or more
horizontal vortex rings around the downdraft up to 2,000 ft AGL.
In downbursts with vortices very powerful updrafts and roll forces in conjunction with wind
speed changes up to 45 Kt can be expected.
The time period over which wind speeds exceed half the peak value may last from 1 to 8
minutes. Depending on the movement and the height of the base of parent cloud, microburst
may occur as stationary or moving, surface or midair, wet or dry ones. Microburst has occurred
in relatively dry conditions of light rain or precipitation that evaporates before reaching the
earth’s surface.
Frontal Windshear is present in both cold and warm fronts, but exists in a different relative
location in each type of front. Because the cold front boundary slopes back behind the frontal
surface, the Windshear line also slopes back. The frontal boundary of the warm front slopes
upward ahead of the surface front and so does the Windshear. Significant wind shears can be
expected if there is a big difference in surface temperature (> 6°) across the front and if the front
is moving rapidly at more than 30 Kt.
Large wind speeds changes near the ground can be found in many meteorological situations,
including the frontal conditions. Terrain irregularities or buildings, which interrupt the wind flow,
can produce significant wind shears close to the ground.
PRECAUTIONS
Avoidance is the best precaution. In case of unexpected severe Windshear encounter during
take–off or on approach, special precautionary techniques can be applied by the flight crew to
reduce the effect of Windshear.
The following precautions should be taken into consideration:
• Thrust setting
Maximum take–off thrust should be used for take-off. It shortens the take-off roll and provides
the best climb performance, which leads to increasing altitude available for recovery if required.
During approach thrust reductions should be minimised.
• Runway selection
The longest suitable runway should be used taking into consideration crosswind and tailwind
limitations, and obstacles in take-off or landing path.
• Flap selection

8.3 - 46
The flap setting is dependent on the type of aircraft. Although for take-off greater flap setting
provides better performance for Windshear encounters on the runway and lesser flap setting
gives better performance in the air, the performance difference between flap settings is rather
small.
Experience has shown that for landing the flap setting recommended in the Operations Manual
(Part B) provides the best overall recovery performance for a wide range of wind shears.
• Airspeed
Available field length and runway condition must be taken into consideration when increasing
airspeed for take-off and / or landing.
Take-off airspeed should be increased at rotation to improve the ability to negotiate a
Windshear after lift-off. Increased airspeed improves the flight path, reduces potential exposure
to flight near stick shaker speed, and reduces the workload of the flight crew.
During approach increased airspeed improves climb performance capability and reduces the
potential for flight at stick shaker speed during recovery from Windshear encounter. The
increased speed should be maintained into the flare.
• Use of autothrottle, autopilot and flight director
For take-off only speed–referenced flight directors with Windshear recovery guidance should be
used.
During approach flight director, autopilot and autothrottle should be used to the maximum
extent practical. This will relieve the workload of the flight crew and g ive them more time to
monitor instruments and weather conditions. When the use of autopilot and / or autothrottle
becomes unproductive they should be disconnected.
CONCLUSION
The actions to be taken by the flight crews can be summed up as follows:
• Evaluation of the weather situation,
• Avoidance of known Windshear,
• Consideration of precautions,
• Using standard operating techniques when crossing areas of Windshear and for
recovering.
WINDSHEAR PIREPS
Pilots are urged to promptly volunteer reports to controllers of Windshear conditions they
encounter. Advanced warning of such conditions will assist other flight crews in avoiding or
coping with a Windshear on approach or departure.
The recommended method for Windshear reporting is to state the loss or gain of airspeed and
the altitudes at which it was encountered.
8.3.8.6 GENERAL GUIDELINES FOR OPERATION IN TURBULENCE, WINDSHEAR

AND THUNDERSTORMS
• Fasten shoulder harness,
• Switch on cockpit lighting to high intensity to avoid dazzling by lightning in thunderstorm,

8.3 - 47
• Fly the recommended turbulence speed according to Operations Manual (Part B),
• Switch on engine ignition and / or de-icing equipment according to Operations Manual
(Part B) procedures,
ALTITUDE
At maximum cruise altitude, the margin between low speed and high-speed buffet is small and
any increase of G–loads, whether caused by manoeuvring or by turbulence, may lead to
serious difficulties. This shall be considered when trying to top a turbulence region.
Therefore do not select maximum cruise altitude. Allow altitude t o vary. Large altitude variations
are possible in severe turbulence. Sacrifice altitude in order to maintain the desired attitude and
airspeed.
Never chase altitude!
Large and persistent altitude variations may smoothly be corrected by only small elevator inputs
and appropriate power corrections.
AIRSPEED / POWER SETTING
Large speed fluctuations and difficulties in instrument reading are to be expected due to yawing
and head-on gusts, therefore:
Do not chase airspeed!
Maintain the recommended turbulence speed as target speed. Set thrust as required and then
do not change it unless required by large and / or persistent airspeed or altitude variations. The
aircraft’s real airspeed will remain within reasonable limits as long as thrust is set properly, while
avoiding large and rapid throttle movements, and a reasonable constant attitude maintained.
If caught unaware by turbulence, do not slow the aircraft down hurriedly.
ATTITUDE
Control pitch attitude with smooth control inputs to the elevator. Closely monitor the PFD / FD
as it is the only correct indication while all other instruments may be seriously erratic.
Maintain constant attitude!
STABILISER TRIM
Trimming in severe turbulence can lead to stabilizer settings that can cause serious control
problems, especially during recovery. Therefore, trim the stabilizer for turbulence speed and
then maintain that setting.
Do not chase stab trim!
USE OF AUTOPILOT AND FLIGHT DIRECTOR
Since the autopilot will not be subject to false attitude interpretations or difficulties in erratic
instruments, its use in the appropriate “turbulence” mode is strongly recommended.
The flight director can effectively reduce workload and is therefore recommended for use in
turbulence. It will give a good reference for control about all axes and will further call for proper
control inputs.
RECOVERY
Should control be partially lost due to severe turbulence, resulting in a steep dive, the
following recommendations may be helpful for a successful recovery:

8.3 - 48
• Use appropriate means to prevent a rapid speed build-up. The pitching effect caused
thereby is secondary to the need to keep the speed at a reasonable value.
• Roll the wings level before attempting to pitch up. If the aircraft is in a spiral dive, elevator
up force will tighten the spiral. Unless affected by compressibility the aircraft’s natural
stability will result in a pitch up with increase in airspeed provided the wings are level and
the trim is unaltered.
• Elevator forces can become very heavy as speed increases, thus being a safeguard
against excessive G–loads. If stabiliser trim is used for recovery, use it with utmost caution
so as to avoid heavy loads and a possible overtrim, which could result in a renewed loss of
control.
• If strong elevator forces are applied, the trim motors might become ineffective (stalled). By
reducing the elevator forces, the trim motors will be enabled to drive the stabiliser in the
desired direction.
8.3.8.7 JETSTREAM
Near the tropopause there can be narrow bands of wind wi th extremely high speeds up to 300
Kt called Jetstream. The extent in length is up to several thousand miles; the width can be
several miles. The main direction of the Jetstream is south - west to north.
In mid latitudes there is a common area for Clear Air Turbulence (CAT) around the Jetstream,
above and below the jet core and to the polar side. Taking a cross section of a jetstream
looking downwind, the turbulent region would be to the left of the jet core in Northern
Hemisphere and to the right in Southern Hemisphere.
To avoid or to leave the areas of CAT the following procedures should be applied:
• Reducing airspeed, to reduce the acceleration due to windshears,
• When flying parallel with the jetstream, changing altitude up to 1,000 ft,
• When flying perpendicular to the jetstream, changing altitude by 1,000 ft, from the warm to
the cold side downwards, from the cold to the warm side upwards,
• If the temperature is changing in the CAT area the flight should be continued on course;
probably the CAT area will be crossed in a short time,
• If the temperature remains constant the course should be altered in order to leave the CAT
area.
8.3.8.8 VOLCANIC ASH CLOUDS

Flying through an ash cloud should be avoided by all means because of extreme hazard for the
engines and the aircraft.
Volcanic ash may extend for several hundred miles, and eruptions may send ash plumes up to
40,000 ft.
The weather radar can detect neither ash clouds nor volcanic dust.
If the aircraft enters an ash cloud the flight crew can expect:
• Smoke, dust or acrid odours similar to electric sparks in the cockpit,
• At night heavy static discharges around the windshield,
• Engine surge or overheat,

8.3 - 49
• Engine failure,
• Unreliable airspeed indication,
• Pressurisation and electrical systems may be affected,
• At night, St. Elm’s fire or other static discharges accompanied by a bright orange glow in
the engine inlets.
When encountering ash cloud the following procedures are recommended:
• Turn on continuous ignition,
• Declare an emergency,
• Do not climb in order to overfly the ash cloud,
• Reduce power to idle to provide additional engine stall margin and lower turbine
temperature,
• Try to escape the ash cloud by descending and flying a 180° turn (if terrain clearance
permits),
• Monitor attitude versus airspeed,
• Keep as many engines running as possible,
• Restart any engine, which was shut down due to EGT exceeding the limits. If an engine
fails to restart repeated attempts should be made immediately to avoid solidification of
molten ash on the turbine blades,
• Turn on all accessory air bleeds including all air conditioning packs, nacelles, and wing
anti- ice. This will provide an additional engine stall margin by reducing engine pressure.
Note : For additional procedures the Operations Manual (Part B) / Emergency checklist of
the respective type of aircraft must be checked.
Following encounter with an ash cloud a landing at the next suitable airport is recommended. If
the visibility through the windshield is impaired a runway with autoland capability should be
considered.
Flight crews are requested to make special air-reports when volcanic eruption is observed or
when volcanic ash cloud is observed or encountered.
Information on volcanic activities, including pre-eruption activity, volcanic eruption and volcanic
ash clouds is transmitted to aircraft operating on routes that could be affected.
This information is also published by NOTAMs and SIGMETs up to a 12 hours validity period
and, if necessary, recommendations on re-routings will be included.
8.3.8.9 HEAVY PRECIPITATION

Heavy precipitation may occur as rain showers, snow showers and hail. The greatest hazards
to flight are the reduced visibility and the risk of icing in combination with low temperature.
On the ground contaminated runways may influence the performance, crosswind limitations and
give a risk of aquaplaning. The special procedures of the Operations Manual (Part B) of the
respective aircraft must be followed.
Partial loss of orientation may occur after changeover from instruments to visual flying during
the approach, especially in snow showers and blowing snow.

8.3 - 50
In falling or blowing snow, landing flights should be used with caution as the reflected light may
actually reduce the effective visibility and even cause false impression of drift during flare and
roll–out.
8.3.8.10 OPERATION IN SAND AND DUST STORM AREAS

GENERAL
Sandstorms in desert areas, caused by high winds are associated with the following
hazards:
• Poor visibility,
• High winds,
• Turbulence,
• Up / down drafts,
• Static,
• Thunderstorms.
POOR VISIBILITY
Caused by raising sand and dust particles, the visibility can be reduced down to zero. Even in
altitudes up to 12,000 ft IMC conditions exists.
HIGH WINDS
Depending on the area, there are wind speeds in excess of 60 knots.
TURBULENCE
Turbulence is a dangerous hazard of a sandstorm, due to the possible stress loads on the
aircraft and crew. Especially during high speed cruise or descent, gusts may be so strong that
the maximum safe load factor for the aircraft may be exceeded and thus permanent
deformation or structural failure of parts of the aircraft may occur.
Attempting to maintain altitude in heavy draughts can result in a dangerous increase in stress
loads. One of the primary factors in structural failure is loss of control during severe turbulence
(resulting from a stall or other abnormal attitude of the aircraft) followed by a high-speed
recovery.
STATIC
In sandstorm areas radio facilities are distorted by electrical static. Specially NDB stations
become unreliable, HF communication is nearly impossible.
THUNDERSTORM
Sandstorms are very often accompanied by thunderstorms, especially in coastal areas.
PROCEDURES / OPERATIONAL CONSIDERATIONS
No flight shall intentionally be flown on instruments through an area of known or forecast
sandstorm.
Flying through an active sandstorm must be avoided by appropriate altitude selection and / or
circumnavigation even if considerable detour or refuelling en-route becomes necessary.
Do not take-off during an active sandstorm.

8.3 - 51
Mutual information on development of a sandstorm by pilots and ATC is of great importance for
early and adequate avoidance of such severe weather areas.
If it comes evident, that it is impossible to avoid such an area, it is necessary to land at the next
suitable airport.
Refuelling during a sandstorm is strictly forbidden.
8.3.8.11 MOUNTAIN WAVES

Mountain waves and downslope Windshear are caused by a significant airflow crossing a
mountain range together with special atmospheric conditions. The strong vertical and horizontal
windshears, so-called rotor turbulence, represent a danger at low heights as well as the strong
downslope wind at the lee side of the mountains.
Frequently, a second rotor will form up to 100 NM from the lee side of the mountain, producing
original wave action. Flight crews should be aware of the potential hazard at airports within the
flow regime of the wave.
Depending on moisture content of the air, lenticular (lens-shaped) clouds may be present.
When approaching a mountain range from the upwind side, there will usually be a smooth
updraft. Therefore, it is not quite as dangerous an area as the lee of the range. From the
leeward side, it is always a good idea to add an extra thousand feet or so of altitude because
downdrafts can exceed the climb capability of the aircr aft. Never expect an updraft when
approaching a mountain chain from the leeward. Flight crews should always be prepared to
cope with a downdraft and turbulence.
If severe turbulence is encountered, simultaneously reduce power and adjust pitc h until aircraft
approaches manoeuvring speed, the adjust power and trim to maintain manoeuvring speed and
fly away from the turbulent area.
8.3.8.12 SIGNIFICANT TEMPERATURE INVERSIONS

Strong inversions in pre-cold-front situations may be associated with strong low altitude jet
winds immediately above the ground. The main negative performance factor is caused by the
decrease in engine power resulting from the temperature rise. In case of known or forecast
temperature inversion corrections to the performance limits must be applied as per the
Operations Manual (Part B).
At night during the spring and summer months strong jet winds can occur close to the ground.
This Windshear is caused when radiation cooling reaches maximum and a moderate to strong
pressure gradient exists.
Lake and sea breeze Windshear is caused by the differential heating rate of land and water
under conditions of strong solar radiation. The land heats more rapidly than the sea. When the
off-shore component of the prevailing surface wind is not too large and the temperature
difference is big enough warm air is rising over the land and will be substituted by colder air
from the sea. It begins as a light breeze in the mid-morning and increases through the day to 15
Kt up to a height of 1'200 ft and often moves up to 50 km inland. With moist and unstable air
over the land a sea breeze front with characteristics of thunderstorms may occur.
At night the sea breeze will change to a land breeze because the radiation cooling from the land
surface occurs more rapidly than over the sea. The temperature differences at night are smaller
than during the day and therefore the land breeze is not as strong as the sea breeze.

8.3 - 52
Normally only moderate Windshear is caused by a land or sea breeze. But, together with a
microburst when both phenomena strengthen each other, strong Windshear may occur.
Flight crews must be aware of sea breeze Windshear especially on flights to islands in summer
time where the runways are often close to the shore. Generally airfields near the coast will be
more affected than those inland.

8.3 - 53
8.3.9 WAKE TURBULENCE
8.3.9.1 GENERAL
Wake turbulence is generated by a pressure exchange between the lower and upper surface of
the wing. This pressure exchange causes counter rotating vortices trailing from the outer wing
tips. The larger the aircraft the larger those vortices will be. The wake of a large aircraft may
generate large control inputs on an aircraft flying in the area behind it. Those control inputs may
exceed the roll control capability of the following aircraft. The pilot must be aware of the
location on the vortex flow generated by a preceding aircraft and adjust his flight path
accordingly.
Tests with large / heavy aircraft have shown that the vortex flow field – in a plane cutting
through the wake at any point downstream – covers an area about twice the wing span in width
and one wing span in depth. The vortices from the two tips remain spaced and will drift with the
wind.
The vortices will sink with a rate of desc ent of 400 – 500 fpm. There is a tendency that the
vortices will “level-off” about 800 – 1,000 ft below the flight path of the vortex-generating aircraft.
Vortex strength diminishes with time and distance behind the aircraft.
Vortex generation will begin on rotation when the nose wheel lifts off the ground and ends,
when the nose wheel touches down on landing. In conditions with very weak or calm winds, the
remaining vortices from a landing aircraft may persist up to 5 minutes or even longer.
All this has prompted national authorities and ICAO to establish minimum separation criteria.
8.3.9.2 WEIGHT CATEGORIES FOR WAKE TURBULENCE SEPARATIONS
WEIGHT CATEGORIES FOR WAKE TURBULENCE
WEIGHT CATEGORY ICAO (MTOW) UK (MTOW)
HEAVY (H) > 136, 000 Kg > 136, 000 Kg
MEDIUM (M) 7,000 – 136,000 Kg 40,000 – 136,000 Kg
SMALL (S) NA 17,000 – 40,000
LIGHT (L) <7,000 Kg <17,000 Kg
Note 1: Some types such as the B757, which crates vortices as strong as heavy aircraft but
with a MTOW of less than 136 tons shall be considered as H-Category.
Note 2: Eurocypria is compliant with UK Vortex Separation Standards as per the tables in GB
8.3.9.2. However, in the composition of ICAO flight plans, ICAO weight categories shall
be used.

8.3 - 54
8.3.9.3 SEPARATION MINIMA

Wake turbulence separation minima given below define a minimum separation time between
two aircraft during take-off and landing to cope with wake turbulence
DEPARTING AIRCRAFT
• Departing from the same runway or from parallel runways less than 760 mtr apart:
LEADING AIRCRAFT FOLLOWING MINIMUM SPACING

AIRCRAFT TIME
HEAVY MEDIUM 2 minutes

(departing form same
take-off position)

(full length take-off) (depart from an
intersection)
• Operations on a runway with a displaced threshold if the projected flight paths are
expected to cross
LEADING AIRCRAFT FOLLOWING MINIMUM SPACING

AIRCRAFT AT TIME AIRCRAFT
ARE AIRBORNE OR
TOUCHED-DOWN
(arrival) (departure)
(departure) (arrival)
• Operations on crossing and diverting runways or on parallel runways greater than 760 mtr
apart. The spacing below is to be applied whenever the projected flight paths of the aircraft
cross:
LEADING FOLLOWING MINIMUM TIME

AIRCRAFT AIRCRAFT DISTANCE EQUIVALENT
HEAVY MEDIUM 5 NM 2 minutes
MEDIUM MENIUM 3 NM 2 minutes

8.3 - 55
• Opposite direction runway operations:

A minimum of 2 minutes shall be applied between a Medium and a Heavy aircraft when
the Heavier aircraft is making a low or missed approach and the Lighter aircraft is:
• :Utilising an opposite direction runway for take-off, or
• Landing on the same runway in the opposite direction, or
• Landing on a parallel opposite direction runway separated by less than 760 mtr.
RADAR SEPARATION (ARRIVING AIRCRAFT)
LEADING AIRCRAFT FOLLOWING AIRCRAFT MINIMUM DISTANCE
HEAVY MEDIUM 5 NM
MEDIUM
MEDIUM 3 NM
(note)
Note: Where the leading Medium aircraft is a B757 the minimum distance shall be
increased to 4 NM.
Usually ATC uses the following separation criteria for approaches onto the same runway:
LEADING AEROPLANE FOLLOWING AEROPLANE SEPARATION
HEAVY (H) H 4 NM
M 5 NM
L 6 NM
MEDIUM (M) H 3 NM
M 3 NM
L 4 NM
LIGHT (L) H 3 NM
M 3 NM
L 3 NM

8.3 - 56
NON RADAR SEPARATION

Apart from the above standards for vortex separation, the controller / Commander may arrange
for a larger separation in calm conditions or for other terrestrial factors which might enforce /
retain the vortex energy for a longer time. The same may apply for operations into parallel or
near parallel runways, where the danger may exist in crosswind situations, that vortices are
encountered from a preceding aircraft approaching / departing on / from the parallel runway.
On the other hand separation may be reduced in strong crosswind conditions when operating
into / from single runway environments.
In case adequate separation cannot be provided or when vortices are encountered
despite adequate separation, the following should be remembered:
• During approach / landing behind a vortex generating aircraft, try to land at a touch down
point at the runway past the touch down point of the heavier aircraft, if runway length
permits.
• When taking-off, remember the lift off point of the preceding aircraft. If possible arrange
your lift off point well before the lift off point of the preceding aircraft. If this cannot be done,
it consider delaying the take-off for some seconds, depending upon the size of the
preceding aircraft and wind conditions on ground.
• When approaching behind a vortex generating aircraft, it should be realised, that flying
above the flight path of the preceding aircraft means to avoid the vortex zones, at least
until short of touch down.
• Be prepared to abandon the approach using proper Operations Manual (Part B) technique
including use of maximum thrust / power.

8.3 - 57
Wake Turbulence
Wake turbulence could descend into the circuit of another airport.
The following figures may illustrate the problem of wake vortices:
Figure 1A – Vortices
Watch for:
• Calm or stable air,
• A light cross wind or tail wind which could keep a vortex on the runway,
• Turbulence drifting to another runway.
Known VFR traffic will be advised of heavier group aircraft when they may be affected.
aircraft and vehicles will also be cautioned about wake turbulence whenever the potential for it
exists.
Controllers will caution taxiing aircraft and other vehicles manoeuvring behind a heavy aircraft.
Rolling take–off by a heavy aircraft will not be approved if its jet engine blast may be hazardous
to a following aircraft or vehicle, or to taxiway lights.
Helicopters hovering or airborne while taxiing should be kept well clear of light aircraft
Figure 1B – Vortices
Figure 1B

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Figure 2 – Wake Turbulence Separation Minima for Crossing and Following

Aircraft

8.3 - 59
Figure 3 – Cautionary VFR and Visual Approaches
Figure 4 – Separation by Time Intervals

8.3 - 60
Figure 5 – For Opposite Direction Aircraft
8.3.9.4 WAKE TURBULANCE REPORTING

Eurocypria pilots are required to report any encounters of wake turbulence on the relevant form
(see sample at Appendices 1.13) which can be found in the aircraft spare forms wallet. As wake
turbulence is also considered mandatory reporting occurrence, an ASR must also be filed and
the wake form should be attached on it. Please submit in the same manner as an ASR. Upon
receipt, the company will in turn submit the form to the Authority of the State the incident
occurred for further evaluation.
8.3.10 CREW MEMBERS AT THEIR STATIONS
8.3.10.1 FLIGHT CREW MEMBERS

GENERAL
During take-off and landing each flight crew member on duty shall be at his assigned station
and seat.
During the cruise phase of flight each crew member required to be on flight deck duty shall
remain at his station unless his absence is necessary for the performance of his duties in
connection with the aircraft’s operation, or for physiological needs, provided that at least one
suitably qualified pilot remains at the controls of the aircraft at all times. A required flight
crew member, absent for one of the reasons as stated above, shall return to his station as
expeditiously as possible.
CAUTION: When one pilot leaves the flight deck, the other pilot is required to check his audio
selector panel for proper setting, put his head sets on and secure himself with the shoulder
harness.
Supernumerary flight crew members may be requested by the Commander to occupy an
assigned station on the flight deck whenever the Commander deems such course of action
necessary, in the interest of safety.
The Commander must ensure that the cabin is secure for departure before the take-off is
commenced. The SCCM will report that the cabin is secure for take-off and the Commander

8.3 - 61
must acknowledge this report. The SCCM will move the cabin status indicator to “Ready For
Take-Off” (for the correct report wording refer to 8.1.8.4)
STERILE COCKPIT
The most critical phases of a flight are take-off, approach and landing. These phases of high
workload require maximum concentration and alertness from the pilots.
In order to meet this high level of concentration, when flying below 20,000 ft / FL200, flight crew
members must avoid:
• Distractions,
• Personal conversations and non-essential communications,
• Deviation from Standard Operating Procedures,
• PAs, unnecessary paperwork and company calls.
USE OF HEADSETS
Headsets must be worn by all pilots from the engine start phase until after passing FL200 and
from top of descent until engines shutdown. Head sets shall always be used as per the
CAUTION note in GENERAL part of this paragraph. Above FL200 the flight deck loudspeakers
may be used, however, wearing of headsets is highly recommended at times of high ATC
communication density, low communication quality or when one of the required crewmembers
is using a different communications source (i.e. VHF 3 for weather reports, public address etc.).
It is recommended that the headsets are worn until top of climb.
8.3.10.2 CABIN CREW MEMBER

All cabin crew members are to be seated at their assigned duty stations during take-off and
landing, and whenever so instructed by the aircraft Commander in the interest of safety. Cabin
Crew seating positions are determined so that they are:
• Close to a floor level exit,
• Able to provide a good view of the areas of the passenger cabin for which the Cabin Crew
member is responsible, and
• Evenly distributed through the cabin, in the above order of priority.
8.3.11 USE OF SAFETY BELTS FOR CREW AND PASSENGERS
8.3.11.1 CREW MEMBERS AND OCCUPANTS OF THE FLIGHT DECK

During take-off and landing, and whenever deemed necessary by the Commander in the
interest of safety, each crew member shall be properly secured by all safety belts and
harnesses provided. During all other phases of the flight, each flight crew member on the flight
deck shall keep his safety belt fastened while at his station.
All provisions of this paragraph apply to any other occupant of the flight deck not being a flight
crew member (see GB 8.3.12).

8.3 - 62
8.3.11.2 PASSENGERS
The Commander shall instruct and brief the passengers or have them instructed / briefed (GB
8.3.16) and ensure or be assured that each passenger on board:
• During taxiing,
• Before and during take-off or landing,
• Whenever deemed necessary in the interest of safety,
occupies a seat or berth with his safety belt, restraining belt or, where provided, harness
properly secured.
Note 1: It shall be recommended to passengers to keep, when occupying their seats, their
safety / restraining belts / harnesses secured during the entire flight.
Note 2: Handling staff, cabin crew and the Commander shall ensure that multiple
occupancy of aircraft seats may only be allowed on specified seats and does not
occur other than by one adult and one infant who is properly secured by a
supplementary loop belt or other restraint device (see also GB 8.2.2.2).
8.3.11.3 SECURING OF BELTS, HARNESSES

At each unoccupied seat or berth, the safety belt / restraining belt and shoulder harness, if
installed, shall be secured so as not to interfere with crewmembers in the performance of their
duties or with the rapid egress of occupants in an emergency.

8.3 - 63
8.3.12 ADMISSION TO FLIGHT DECK

POLICY
Eurocypria flight crew members must be able to perform their duties with as little disturbance as
possible. Normally, no other persons should be in the flight deck or occupy a flight deck
observer’s seat during flight. Exceptions to this policy are listed below.
Provided only that the safety of the aircraft will not be compromised, authorised inspectors from
the Competent Authority are permitted to enter and remain on the flight deck in flight when an
observer seat is available, for the performance of their official duties.
TRAVEL ON FLIGHT DECK
No person other than the required flight crew members assigned to a flight, shall be admitted to,
or carried on the flight deck unless the commander himself or his designated deputy is present
on the flight deck, and unless that person is / are:
• A member of the operating cabin crew,
• Employee(s) of the airline or the operator,
• Member(s) of immediate family of the operating crew,
• Authorised Inspector(s) from the Authority,
• Employee(s) of other aeronautical authorities or foreign aeronautical authorities /
organisations or maintenance contractors performing their duties,
• Any other person, subject to authorisation by the Operations Manager.
The final decision regarding the admission to the flight deck of persons included in the above
categories rests with the Commander, who shall request credentials or proof of identification of
such persons before granting approval.
In the interest of safety, admission to the flight deck shall not cause distraction and / or interfere
with the conduct of the flight.
The Commander shall deny access to persons with statutory right to enter and remain on the
flight deck, only if he deems this necessary in the interest of safety.
SPECIAL REQUIREMENTS FOR FLIGHTS WITHIN UK AIRSPACE
No persons other than members of the aircraft’s flight crew or cabin crew or employees of the
aircraft operator travelling for reason of company matters (positioning), shall be present on the
flight deck whilst the aircraft is flying within the airspace of the United Kingdom.
CREW ACCESS TO FLIGHT DECK
Flight deck doors shall be kept locked at all times during flight, except when required to be
opened for essential entry to or egress from the flight deck. Flight crew members shall not leave
the flight deck during flight, save for reasons of health (including physiological needs), safety, or
security.
Operating cabin crew members wishing to enter the flight deck may do so only after obtaining
permission from a member of the flight crew.
Appropriate procedures detailing communication between cabin – flight deck and access to
flight deck, including procedures for locking / unlocking flight deck doors, will be amended
periodically and will be circulated to all crew members concerned, as required from time to time.

8.3 - 64
PASSENGER VISITS TO THE FLIGHT DECK

Passengers other than those listed in 8.3.12.2, are not allowed to visit the flight deck at any
stage of the flight.
8.3.13 USE OF VACANT CREW SEATS

GB 8.3.12 contains the relevant provisions as to the disposition of vacant crew seats on the
flight deck. GB 8.3.13 contains the relevant provisions as to the disposition of vacant crew seats
in areas other than the flight deck. The final decision as to the disposition of other vacant crew
seats other than those located on the flight deck (e.g. cabin crew seats), again rests solely with
the Commander. Normally, such permission will only be granted to employees of the operator,
or of other operators, or to employees of aeronautical or other authorities, holding reduced fare
transportation. Crew seats (e.g. crew rest seats on a non-passenger carrying deck) which are
not certificated for occupation by crewmembers during take-off / landing or specified other
phases of flight (e.g. because of emergency evacuation problems), shall, or course, not be
occupied by other persons during such phases of flight. Vacant crew seats (except those on the
flight deck), in order to be occupied by other persons, shall at least meet the emergency
relevant requirement for passenger seats (oxygen, seat belt/ harness, instruction card,
accessibility to all verbal or other instructions given to passengers by cabin or flight crew at all
times, visibility of exits signs). The Commander shall not grant permission for occupation of a
vacant crew seat located at an emergency exit to any person who must be denied seating at
such exit in accordance with GB 8.2.2.2, or to any other person lacking sufficient strength or
dexterity to operate and open the emergency exit, to exit expeditiously, and to assist others in
getting off an escape slide (if any).
A full fare passenger can be carried on a cabin vacant crew seat for compassionate purposes
only and after the permission of the operating captain.
The crew member responsible for safety in the cabin shall brief a person who has been granted
permission to occupy a vacant crew seat on all safety relevant aspects connected with that seat
and, if is at an emergency exit, on how to operate and open the door in an emergency
(stressing, however, that the door shall be opened only after the appropriate command has
been given).

8.3 - 65
8.3.14 INCAPACITATION OF CREW MEMBERS
8.3.14.1 DEFINITION
Incapacitation of a crew member is defined as any condition which affects the health of a crew
member during the performance of duties, associated with the duty / position assigned to him,
which renders him incapable of performing the assigned duties.
The definition includes either total or partial incapacitation, which does not allow the fulfilment of
duties in the “normal” way.
8.3.14.2 GENERAL
In-flight pilot incapacitation is an important safety hazard and has already caused many
accidents.
Incapacities have occurred more frequently than other emergencies, which are the subject of
extensive training (such as engine failure, cabin fire, etc.). Aviation history and statistics indicate
that incapacities may occur in all age groups and during all phases of the flight. There are many
forms of incapacitation ranging from obvious sudden death to a lingering and difficult to detect
partial loss of functions.
8.3.14.3 TYPES OF INCAPACITATION

OBVIOUS INCAPACITATION
• Means total functional failure and loss of capabilities. This generally will be easily
detectable and will be a prolonged condition. Among the possible causes are heart
disorders, severe brain disorders, severe internal bleeding, etc.
SUBTLE INCAPACITATION
• This may be considered a more significant operational hazard, because it is difficult to
detect and the effects can range from partial loss of functions to complete
unconsciousness. Possible causes might be minor brain seizures, hypoglycaemia (low
blood sugar), other medical disorders or preoccupation with personal problems. Since the
crew member concerned may not be aware of, or capable of rationally evaluating his
situation, this type of incapacitation is very dangerous!
8.3.14.4 CAUSES AND EFFECTS

As explained before, incapacitation may range from minor cases of physiological upsets
associated with intercurrent mild disease or mental stress, which may result in, reduced levels
of judgement or physical co-ordination up to a complete collapse.
The causes for a mild incapacitation include:
• Body pains such as toothache, headache, gastro-enteritis, the delayed effects of alcohol,
drugs or medication, common disorders such as a cold, etc.
• Heart troubles, an acute infection, thrombosis, epilepsy, hypoglycaemia (extremely low
sugar level) and others belong to the more serious causes of a sudden collapse. At least
one incident is known, where a crew member had a heart attack right after his aviation
medical examination, so a passed medical exam is not a guarantee!

8.3 - 66
It is obvious that a healthier lifestyle may reduce the number of occurrences of crew member
incapacitation.
This includes avoidance of drugs, moderate consumption of alcohol, adequate rest time, and its
proper use for recreation, adequate sleep and nutrition but also the avoidance of stress in your
business and private life.
GB 6.1 covers the subject of health precautions.
8.3.14.5 RECOGNITION OF AN INCAPACITY

An early recognition of incapacity is of utmost importance. A silent collapse will hardly be
detected during normal activities (for instance during the cruise phase of a flight), as
communications may sometimes be reduced to a minimum. This requires that all crewmembers
monitor each other very closely.
“Closely” means observing the other crewmembers for any “abnormal” reaction / action or
behaviour. One good method is to use the so-called “Two Way Communication Rule”. This
simply means, that the other crew member(s) must answer one crew member’s comment.
If, for instance, the pilot-non-flying (PNF) reports the aircraft being left of course, it is essential,
that the pilot flying (PF) not only corrects this problem but also confirms this verbally. If a
crew member doesn’t answer any question or checklist item in the normal way, there is reason
to believe that there might be the beginning of a subtle incapacitation.
At the worst he may simply have fallen asleep.
Other symptoms of the beginning of an incapacitation are:
• Incoherent speech,
• Strange behaviour,
• Irregular breathing,
• Pale fixed facial expression.
If any of these are present, incapacitation must be suspected and action taken to check the
state of the crew member.
Actions to be taken when incapacity is recognised:
First Step:
• Take over control of the aircraft by announcing, “I have control”,
• Engage autopilot,
• Declare an urgency or emergency, whichever is applicable,
• If possible have the incapacitated cockpit crew member removed from his seat. In any
case his seat should be moved fully back to prevent Obstruction of flight controls,
switches, levers, etc. The help of other crewmembers or passengers might be required,
• If necessary, reset COM and NAV to your side.
Second Step:
• Take care of the incapacitated crew member by trying to provide first aid (ask if doctors or
other medical persons are aboard)
• Arrange a landing as soon as practicable after considering all pertinent factors

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• Arrange medical assistance after landing, giving as many details about the condition of the
affected crew member as possible
Third Step:
• Prepare for landing (cockpit and cabin), but do not press for a hasty approach,
• Perform approach checklist earlier than normal (request assistance from other
crewmembers or “capable” persons),
• Request radar vectoring and make an extended approach, where possible, to reduce
workload,
• For landing do not change seats, fly the aircraft from your normal position,
• Organise work after landing; this will include:
• Depending on the situation, a change of seats for taxiing in, but only after the aircraft
has come to a complete stop,
• Arrangements for the parking of the aircraft,
• Having the incapacitated crew member offloaded to the ambulance as quickly as
possible.
The Company Operations department must be kept informed at all times regarding the above
circumstances for immediate relay to the Operation Manager.
8.3.14.6 SUMMARY
The problems involved with incapacitation of crew members may be summarised as
follows:
• If you do not feel well, say “NO” before the flight,
• Remember, that the best medical examination as well as a healthy lifestyle still does not
guarantee that an incapacitation during flight will not happen to you or to your other crew
members,
• The “Two Way Communication Rule” must be used in order to have a chance of detecting
any incapacitation in time. Take notice of any abnormal or unusual action of another crew
member, as this might also be an indication of the onset of incapacitation.
• Once an incapacitation is identified, remember the three basic steps:
Step 1: Take over the aircraft and bring it under your control.
Step 2: Take care of the incapacitated pilot (either have him removed from his seat or
secured so that he will not interfere with the controls).
Step 3: Prepare for landing.
Finally, it is emphasised that incapacitation requires special actions using the good judgement
of the crew member left in command of the aircraft.

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8.3.15 CABIN SAFETY REQUIREMENTS

The provisions of GB 8.2.2.2 (Allocation of seats), GB 8.2.2.3 (Sick, disabled and handicapped
passengers), GB 8.2.2.4 (Transportation of inadmissible passengers, deportees), GB 8.2.2.5
(Permissible size and weight of hand baggage), GB 8.2.2.6.3 (Securing of load, cabin), GB
8.2.2.7.4 (Live animals), GB 8.2.3 (Procedures for the refusal of embarkation and removal of
passengers), GB 8.3.11.2 (Seat belts / passengers), GB 8.3.13 (Use of vacant crew seats) and
GB 8.3.16 (Passenger briefing) relate, more or less directly, to cabin safety.
The procedures to be followed during Passenger embarkation and disembarkation are outlined
in GB 8.2.2.1, the operation of aircraft doors in GB 8.2.2.12.
The procedures in the event of fuelling with passengers embarking or disembarking or on board
have been described in GB 8.2.1.2.
Of cabin safety relevance, in the wider sense, are GB 8.8 (Oxygen requirements), GB 9.0
(Dangerous goods and weapons), GB 10.0 (Security, procedures for handling crime on board),
Operations Manual (P art B) 3.1 (Abnormal and emergency procedures: Provisions relating to
fire and smoke drill respective unpressurised / partly pressurised flight), Operations Manual
(Part B) 11 (Emergency evacuation procedures).
Note 1: In the following provisions, the term “cabin crew member” shall be substituted by
“appropriate crew member” as far as the operation of aircraft, not requiring the
carriage of cabin crew member(s), is concerned.
8.3.15.1 GENERAL
Legal provisions require all crewmembers not to perform any activities dur ing critical phases of
the flight other than those required for the safe operation of the aircraft.
This means that all cabin crewmembers shall, in the critical phases during taxiing and prior to
take-off / landing, concentrate on their designated task of securing the cabin and shall, if
necessary, firmly and politely refuse service requests by the passengers.
On the other hand, cabin crewmembers shall in these flight phases refrain from distracting the
flight crewmembers from concentration on their duties (unless safety requires such detraction),
and shall assist the flight crew by providing, in due time, the “CABIN SECURE” or the “CABIN
NOT SECURE” report.
8.3.15.2 CABIN CREW BRIEFING

A cabin crew briefing shall be conducted by the Commander if considered necessary prior to
the flight or series of flights (if to be operated on the same day by the same flight deck crew /
cabin crew). He will inform his crew of particulars (e.g. known deficiencies of cabin / safety
equipment, special passengers / load, expected meteorological conditions, etc.) and events
pertinent to the operation of the flight.
Whenever a tour of duty for the whole crew begins at home base (duty after crew rest) the
Commander or the senior cabin crew member will check that the cabin crew is proficient in and
familiar with the relevant emergency items and procedures.
The Commander, or by delegation of the Commander, the senior cabin crew member will
conclude the cabin briefing by allotting, to each individual cabin crew member, the tasks that
crew member is to perform on board and the station he is to occupy prior to / during / after
take off and landing (emergency station).

8.3 - 69
Any decision to replace a cabin crew member as a result of inadequate SEP knowledge rests
with the captain who will consider:
(i) SCCM’s report/recommendations.
(ii) Own personal assessment of the individual’s performance.
8.3.15.3 PRIOR TO BOARDING OF PASSENGERS

Maintenance personnel shall mark inoperative emergency exits in accordance with the
provisions laid down in the MEL (see Operations Manual (Part B) (AOM).
On taking over their aircraft at the beginning of a day’s flight or series of flights the cabin crew
shall check the type – specific (see Operations Manual Part B – AOM) cabin emergency
equipment using a checklist. Equipment found at a wrong place shall be re-stowed at the
appropriate location. Switching and thereby checking of emergency exit lights shall be
performed as early as possible to ensure sufficient time for repair in case of malfunction. On
completion of the check list the senior cabin crew member will advise the Commander of any
discrepancies so that these may be rectified or, if this is not practicable, entered in the aircraft
technical log.
Note: MEL “No – Go” deficiencies must be rectified before flight.
In the interest of hygiene and passenger comfort / well-being the cabin crew members shall
check that the cabin (inclusive of lavatories and galleys) has been cleaned and tidied up
appropriately. They shall keep in mind that the appearance of the cabin’s interior at boarding
shapes the Company’s public image.
Safety and courtesy render it necessary to ensure that no unstowed catering, galley or other
equipment / load inconveniences boarding passengers nor impedes the orderly flow of
boarding.
8.3.15.4 PRIOR TO TAXIING

After passenger boarding and closing of all doors and, where applicable, after the appropriate
announcement by the SCCM for arming the doors, each cabin crew member shall ensure that
each assisting means for emergency evacuation, that deploys automatically, is armed at the
door(s) and emergency exit(s) for which he has been designated responsible (the respective
Operations Manual - Part B may prescribe a cross check between different stations).
Cabin crewmembers must check if the seating of handicapped passengers, children, infants
and persons in custody complies with the provisions of GB 8.2.2.2; if not, they must arrange for
their re-seating.
Cabin crew members shall ensure that all passengers are seated with their safety belt / harness
properly secured (see GB 8.3.11.2), that no food, beverage or tableware is located at any
passenger seat and that food and beverage trays as well as passengers backrests are in the
upright position. In addition, it shall be ascertained that all passenger and crew baggage,
catering equipment and other cabin load is properly secured (see GB 8.2.2.6.3) and stowed
where it cannot impede evacuation or cause injury by falling or other movement. Overhead
bins, if installed, shall be closed.
The cabin crew shall strictly enforce the “NO SMOKING” instruction, given in accordance with
GB 8.3.16.

8.3 - 70
All exits and escape paths shall be unobstructed. If it is necessary to pass through a doorway or
curtain to reach any required emergency exit from any passenger seat, the door or curtain shall
be secured in the open position.
All relevant emergency equipment shall remain easily accessible for immediate use.
Prior to taxiing, the cabin crewmembers shall occupy their assigned stations and fasten their
safety belts and, if installed, their harnesses. Furthermore, any activity, which could distract any
flight crew member from his duties, is not authorised.
Thus flight crew members are not to enter or call the cockpit except in the event of an
emergency of for a safety related problem (see GB 8.3.10 and GB 8.3.11.1).
8.3.15.5 PRIOR TO TAKE-OFF

At night, the cabin lights shall be dimmed in order to improve the night vision of cabin staff and
passengers.
The senior cabin crew member, having received the appropriate cabin report from each cabin
crew member shall report “CABIN SECURE” to the flight crew confirming:
• Passengers seated with seat belts fastened, backrests upright and tables / trays in stowed
position,
• Equipment and baggage properly secured, galleys and lavatories checked, locked,
secured, stowage spaces and bins closed,
• All exits and escape paths unobstructed, curtains and doors (see GB 8.3.15.4) secured in
the “open” position,
• All doors “FLIGHT” condition,
• Cabin lights dimmed (night),
• Passenger briefing (see GB 8.3.16) completed.
The Commander shall acknowledge the “CABIN SECURE“ report.
Before take-off, the pilot non flying (PNF) shall make an announcement in order to alert the
cabin crew members.
8.3.15.6 IN-FLIGHT
After take-off all cabin crewmembers shall remain seated with seat belt / harnesses fastened
until the “FASTEN SEAT BELT” signs have been switched off unless the senior cabin crew
member has obtained the permission of the Commander to start the service earlier. When
encountering turbulence in flight and the “FASTEN SEAT BELT” sign has been switched on, the
senior cabin crew member for his staff may obtain exemption from this obligation. When
necessary, the flight crew will instruct the cabin crew members to fasten seat belt, by using the
public address system. Unless the degree of suddenly encountered turbulence renders it too
dangerous, cabin staff shall, in case of turbulence, ensure that baggage and other load is re-
stowed and secured so as not to cause injury by falling or other movement.
For fire avoidance / detection cabin staff shall conduct regular checks and observe the following
provisions: They shall
• Enforce strict observation of the “NO SMOKING” sign,
• Look out for passengers, who have fallen asleep while smoking,

8.3 - 71
• Search trays for cigarettes and cigars before stowing. They shall never dispose of burning
cigarettes/ cigars in waste boxes,
• Restrict spreading of papers by passengers on the cabin floor,
• Check lavatories for signs of smoke, and open flaps of waste boxes (automatic fire
extinguishers!), check the temperature of the hot water and the proper working of electric
toilet appliances. These checks shall be made at intervals of 15 minutes when infrequent
use of lavatories may prevent detection by passengers.
When it becomes necessary to administer first aid oxygen the cabin staff must inform the flight
crew who will switch on the “NO SMOKING” sign.
When discovering a container with combustible or quickly vaporising fluid, cabin crewmembers
must place the container into crushed ice (not dry ice!) and inform the Command er who will
switch on the “NO SMOKING” sign and request passengers verbally to stop smoking.
Also refer GB 9.1.4.
Note 1: All breakdowns or malfunctions of electrical equipment in the cabin shall be
immediately reported to the flight crew. Cabin crew members should be aware of
the fact that resetting of circuit breakers, without knowing the reason of the
failure, increases the fire risk.
Note 2: For the security aspect of serving alcoholic beverages to passengers, refer to
GB 8.2.3.
Note 3: All occurrences, which may affect the safety of the operation and the well-being
of the passengers, shall be immediately reported to the flight crew, e.g. illness
on board, unusual noise, odour and other observations.
Note 4: For a bomb warning during flight, refer to GB 10.0.
8.3.15.7 COCKPIT – CABIN EMERGENCY COMMUNICATIONS (NITS)

In cases of abnormal emergency conditions in flight necessitating an in-flight return or diversion,
the captain will call the SCCM in the cockpit and advise him/her of the following:
N ature of the emergency
I ntention of the cockpit crew to divert or return
T ime remaining for cabin crew to complete their landing checks
S pecial advise or precautions to be taken by cabin crew for the remainder of the flight or on
landing, and decision who is to make the emergency announcement to the passengers.
8.3.15.8 PRIOR TO LANDING

The “FASTEN SEAT BELT” signs will be switched ON at Top Of Descent or at a time
(prearranged between the Commander and the senior cabin crew member) which will enable
the cabin staff to conclude passenger services and to prepare the cabin for landing. The cabin
crewmembers, after securing and locking galleys and lavatories, shall ascertain that all
passengers are safely seated and that all baggage / load has been properly re-stowed.
At thi s stage of the flight, all provisions outlined in GB 8.3.15.4 and GB 8.3.15.5 must again be
observed by the cabin crew members. They shall, on receipt of instruction from the flight deck

8.3 - 72
occupy their designated stations and fasten seat belts / harnesses (see GB 8.3.10 and GB
8.3.11.1).
The senior cabin crew member, having received the appropriate cabin report from each cabin
crew member shall report “CABIN SECURE” to the flight crew.
The Commander shall acknowledge the cabin secure report.
8.3.15.9 AFTER LANDING

After the aircraft has touched down cabin staff shall ensure that the passengers remain seated
with their seat belts fastened until the final parking position has been reached and the engines
have been switched off. Immediately before reaching that parking position, and upon instruction
from the flight deck, each cabin crew member shall ensure that the automatically deploying
means for emergency evacuation, at the door(s) / emergency exit(s) he has been designated
responsible for, are armed or disarmed as prescribed in the type specific instructions of the
Operations Manual (Part B). For opening of doors refer to GB 8.2.2.12, for disembarkation to
GB 8.2.2.1.
8.3.15.10 SMOKING ON BOARD

In order to minimise fire hazards, smoking is prohibited in an aircraft:
• Whilst it is parked on the ground,
• During taxiing and the critical phases of take-off and landing,
• Outside designated smoking areas, in the aisle(s) and 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,
• When there is any smell of fuel or other flammable liquid,
• When there is no crew member in the cabin, and
• Whenever deemed necessary be the Commander in the interest of safety.
See also GB 8.2.2.18.

8.3 - 73
8.3.16 PASSENGER BRIEFING PROCEDURES

Legal provisions prescribe that passengers shall be briefed on all safety relevant matters
• Verbally and by demonstration (or by an audio visual presentation),
• By means of a safety briefing card,
• By means of pictograms or signs.
8.3.16.11 MEANS FOR BRIEFING PASSENGERS

As a means for the prescribed verbal briefings legal provisions prescribe the installation of a
public address system on all aircraft with a maximum approved passenger-seating configuration
of more than 19 passengers. This system must operate independently of the interphone
systems, must be readily accessible for immediate use from each required flight crew member
station, be capable of operation within 10 seconds by a cabin crew member at each station
from which its use is accessible and must be audible and intelligible at all passenger seats,
toilets, cabin crew seats and work stations.
Note 1: For each required floor level passenger emergency exit, which has an adjacent
cabin crew seat, there must be a microphone, which is readily accessible to the
seated cabin crew member. One microphone may serve more than one exit only if
the proximity of the exits allows unassisted verbal communication between seated
c abin crewmembers.
For use by crewmembers during an emergency evacuation the installation of one or more (see
MEL) megaphone(s) as a backup means for verbal briefing is prescribed on passenger carrying
aircraft with a maximum approved passenger seating conf iguration of more than 60. Where one
megaphone is required, it should be easily accessible from a cabin crew member’s assigned
seat; where two or more megaphones are required they should be suitably distributed in the
passenger cabin and be readily accessible to crewmembers assigned to direct an emergency
evacuation.
Briefing by visual means: Each passenger shall be provided, as soon as seated, with a safety
briefing card which provides, by means of a pictorial presentation, information and detailed
instructions on the use of emergency equipment’s and exits intended to be used by
passengers. Pictorial placards (pictograms) and picture type instructions shall indicate the
location and the use of emergency installations. Visual means for passenger briefing include
the “FASTEN SEAT BELT” and the “NO SMOKING” signs the installation of which is prescribed
on all aircraft where the Commander cannot see all the passenger seats from his own seat.

8.3 - 74
8.3.16.12 CONTENTS AND TIMING

PRIOR TO EMBARKATION
At check–in, passengers shall be briefed on which articles are prohibited to be carried on their
person, in their hand baggage or even in checked baggage (see GB 9.1.3.2). They shall be
briefed on the permissible size and weight of their hand baggage (see GB 8.2.2.5).
Prior to boarding they shall be briefed on the “NO SMOKING” requirement and on all other
provisions relevant to their safety before and during their embarkation (see also GB 8.2.2.1).
PRIOR TO TAKE–OFF
When the aircraft’s doors have been closed and armed, a designated crew member shall
brief the passengers on the following provisions / regulations / procedures:
• Observation of the “NO SMOKING” signs which have remained switched ON, the aircraft
being on the ground, prohibition of smoking during flight,
• Backs of the seats to be in the upright position and tray tables stowed,
• Location of the emergency exits,
• Location and use of floor proximity escape path markings,
• Stowage of hand baggage,
• Ban of the operation of any portable electronic device that can adversely affect the
performance of the aircraft’s systems,
• Location and contents of the safety-briefing card.
The passengers shall be demonstrated:
• The use of safety belts and / or safety harnesses, including how to fasten and unfasten
these
• The location and use of oxygen equipment if such is required (see GB 8.8). Passengers
shall also be briefed to extinguish all smoking material when oxygen is being used or
supplied
• The location and use of life jackets when the aircraft is planned to fly over water and at a
distance of more than 50 NM from the shore, or to take-off or land at an airport where the
take-off or approach path is so disposed over water that in the event of a mishap there is a
likelihood of ditching
CLIMB AND CRUISE
After take-off, the passengers shall be briefed, either verbally or by switching ON or OFF
the illuminated signs, on:
• The smoking ban,
• The use of safety belts and / or safety harnesses (which may again become necessary,
e.g. when encountering turbulence in cruise flight). It shall be recommended that
passenger, even if the “FASTEN SEAT BELT” sign has been switched off, keep their seat
belts fastened,

8.3 - 75
PRIOR TO LANDING
The “FASTEN SEAT BELT” sign will normally be switched ON at top of descent or, in any case,
in due time prior to landing in order to brief the passengers to occupy their seats, thus enabling
the cabin crewmembers to properly secure the cabin without disturbance.
The designated crew member shall verbally brief the passengers:
• On the imminence of approach and landing,
• On the requirement to observe the “FASTEN SEAT BELT” sign (i.e. to re-fasten safety
belts and / or safety harnesses), to stow the tray tables, to adjust the backrests of the
seats to the upright position, and to re-stow hand baggage in its appropriate location
• On restrictions on the use of portable electronic devices.
AFTER LANDING
After landing the passengers shall be reminded, either verbally or by means of the
illuminated signs, about:
• Keeping safety belts and / or safety harnesses fastened until the aircraft has come to a full
stop and the engines have been shut down
In addition, they shall be informed of all other provisions relevant to their safety during
disembarkation.
EMERGENCY SITUATIONS
In an emergency, passengers shall be instructed in such emergency action as may be
appropriate to the circumstances (see Operations Manual (Part B).
OPTIONAL PASSENGER ANNOUNCEMENTS
It is strongly recommended that Commanders maintain contact with their passengers in order to
ascertain that they receive the best service possible and are kept informed about details of the
flight and deviations from normal operation.
The public address system (PA) is a very effective service tool. It should be used, subject to
flight deck workload, to promote Eurocypria’s philosophy regarding passenger service.
As a matter of courtesy, a welcome announcement should be made to passengers after
embarkation and an announcement bidding good-bye before disembarkation. Other
announcements should help to satisfy the passenger’s need for information.
Routinely, announcements should contain information on
• The planned route of flight,
• Cruising altitude, speed and OAT,
• The expected flight time,
• Possibly some technical details (take-off weight, fuel on board, etc.),
• Prior to landing: The local time and the weather at destination.
Special announcements should be made in order to explain departure or arrival delays, a
diversion or abnormal events (e.g. lightning strike, a go-around, etc.). Usually, a flight crew
member will be designated responsible for the passenger announcement(s) however; cockpit
workload may render it necessary to delegate this task to a member of the cabin crew.

8.3 - 76
Announcements should be coordinated with other crew members or ground staff whilst on
ground, in order to avoid duplication or contradiction of information.
It is preferable to inform passengers repeatedly by making brief announcements rather than
making few lengthy ones. However, care must be taken not to disturb passengers with routine
information during late night hours where the passengers may be asleep, or while movies are
shown on the In-flight Entertainment System.
In order to avoid monotony, announcements should be as varied as possible. The following
hints might be helpful:
• Introduce yourself before the first announcement,
• Stick to facts, use direct and simple expressions and well known geographical locations for
position information,
• Do not use technical terms, which passengers might not understand,
• Be cautious if using humour. Passengers might disagree on what is considered to be
amusing.
• Avoid expressing opinions and expressions which could scare the passengers, such as
“bad weather”, “heavy turbulence” etc. Instead, utilise “diplomatic” language and opt for
milder expressions.
It is recommended to delegate to other crew members announcements in languages in which
one is not sufficiently fluent. In such cases coordination with the senior cabin crew member may
be necessary.

8.3 - 77
8.3.17 PROCEDURES FOR AIRCRAFT OPERATED WHENEVER REQUIRED COSMIC

OR SOLAR RADIATION DETECTION EQUIPMENT IS CARRIED
Not Applicable.
8.3.18 INTERFERENCE WITH A/C RECORDERS

DFDR’s, QAR’s, CVR’s are not to be disabled by the crew, either by CB action or any other
means unless specifically instructed to do so by flight operations or maintenance management.
NOTE: In the case of CVR ONLY due to the time limited data retention of 120 mins, the
following will apply in order to preserve important communications.
In the event of an incident where the commander considers that retention of cockpit/ATC
communication is vital for further investigation he may pull the CVR C/B.
In doing so, commanders should record this action in the tech log and journey log and also
observe requirements as described in MEL p.23-4 item #10.
INFO: The CVR C/B is located on panel P18-2 RowD7

8.3 - 78

8.4 - 1
TABLE OF CONTENTS
Paragraph Page
8.4 ALL WEATHER OPERATIONS................................ ................................ ........ 2

8.4.1 GENERAL ................................ ................................................................ ....... 2
8.4.2 TERMINOLOGY DEFINITIONS ................................ ......................................... 2
8.4.3 AERODROME OPERATING MINIMA................................ ................................ 5
8.4.4 LOW VISIBILITY PROCEDURES ................................ ................................ ...... 5
8.4.5 LOW VISIBILITY PROCEDURE FOR TAKE-OFF AT AERODROMES NOT
AUTHORISED FOR CAT II/III OPERATIONS ................................ ..................... 6
8.4.6 TRAINING AND QUALIFICATIONS................................ ................................ ... 6
8.4.7 MINIMUM EQUIPMENT................................ ................................ .................... 6
8.4.8 COMMENCEMENT AND CONTINUATION OF APPROACH (APPROACH BAN) . 6

ALL WEATHER OPERATIONS
8.4 - 2
8.4 ALL WEATHER OPERATIONS
8.4.1 GENERAL
"All Weather Operations" means any take off or landing operations in conditions where visual
reference is limited by weather conditions.
8.4.2 TERMINOLOGY DEFINITIONS

• Non-precision Approach and Landing. An instrument approach and landing which does
not utilise electronic glide path guidance.
• Precision Approach and Landing. An instrument approach and landing using precision
azimuth and glide path guidance with minima as determined by the category of operation.
• Category 1 (Cat 1) Operation. A precision instrument approach and landing using ILS,
MLS or PAR with a decision height not lower than 200ft and an RVR not less than 550 m.
• Final Approach. That part of an instrument approach procedure which commences at the
specified final approach fix or point, or where such a fix or point is not specified: at the end
of the last procedure turn, base turn or inbound turn of a racetrack procedure, if specified;
or at the point of interception of the last track specified in the approach procedure;and
ends at a point in the vicinity of an aerodrome from which:
a landing can be made; or
a missed approach procedure is initiated.
• Circling. The term used to describe the visual phase of an instrument approach to bring
an aeroplane into position for landing on a runway which is not suitably located for a
straight-in approach.
• Minimum Descent Altitude/Height (MDA/H). A specified altitude/height in a non-
precision or circling approach below which descent may not be made without visual
reference.
• Decision Altitude/Height (DA/H). A specified altitude/height in the precision approach at
which a missed approach must be initiated if the required visual reference to continue has
not been established.
Note 1: Decision Altitude (DA) is referenced to mean sea level (MSL) and Decision Height
(DH) is referenced to the runway threshold elevation.
Note 2: The Required Visual Reference means that section of the visual aids of the
approach area which should have been in view for sufficient time for the pilot to have
made an assessment of the position and rate of change of position in relation to the
desired flight path.
• Visual Reference, Non-precision Approach. An approach may not be continued below
MDA/MDH unless at least one of the following visual references for the intended runway is
distinctly visible and identifiable to the pilot:
o elements of the approach lights system;
o the threshold;
o the threshold markings;
o the threshold lights;
o the threshold identification lights;
Revision 6 / 14-Jul-2008 2008 Eurocyp ria Airlines Ltd.

8.4 - 3
o the visual glideslope indicator;

o the touchdown zone or markings;
o the touchdown zone lights;
o runway edge lights; or
o other visual references accepted by the Authority.
• Visual Reference, Category I Approach. A pilot may not continue an approach below the
Category I DA/H unless at least one of the following visual references for the intended
runway is distinctly visible and identifiable to the pilot:
o elements of the approach lights system;
o the threshold;
o the threshold markings;
o the threshold lights;
o the threshold identification lights;
o the visual glideslope indicator;
o the touchdown zone or markings;
o the touchdown zone lights;or
o runway edge lights.
• Missed Approach Point (MAPt). That point in an instrument approach procedure at or
before which the prescribed missed approach procedure must be initiated in order to
ensure that the minimum obstacle clearance is not infringed.
• Obstacle Clearance Altitude/Height (OCA/H). The lowest altitude (OCA), or alternatively
the lowest height above the relevant runway threshold or above the aerodrome elevation
as applicable (OCH), used in establishing compliance with appropriate obstacle clearance
criteria.
• Obstacle Clearance Limit (OCL). The height above aerodrome elevation below which the
minimum prescribed vertical clearance cannot be maintained either on approach or in the
event of a missed approach.
• Runway Visual Range (RVR). The range over which the pilot of an aeroplane on the
centreline of a runway can see the runway surface markings or the lights delineating the
runway for identifying its centreline.
• Reported RVR. The RVR communicated to the commander of an aeroplane by, or on
behalf of, the person in charge of the aerodrome.
• Visual Approach. An approach by an IFR flight when either part or all of an instrument
approach procedure is not completed and the approach is executed with visual reference
to terrain.
Note: A visual approach may not be conducted when the RVR, or factored equivalent, is
less than 800 metres.
• Low Visibility Procedures (LVP). Procedures applied at an aerodrome for the purpose of
ensuring safe operations during Category II and III approaches and Low Visibility Take-offs
by protecting sensitive areas and regulating the flow of air traffic when:
o the cloud ceiling is 200 ft or lower; or
o the RVR has dropped to 600 m or less.

8.4 - 4
• Cloud Ceiling. The height of the base of cloud at an aerodrome which is sufficient to
obscure more than half of the sky.
• Low Visibility Take-off (LVTO). A take-off on a runway where the RVR is less than 400
metres. The commander must be satisfied that:
o the runway lighting and markings comply with OMA 8.1.3.2; and
o Low Visibility Procedures are in force.
• Category ll Operation. A precision instrument approach and landing using ILS or MLS
with:
o a decision height (DH) below 200 ft but not lower than 100 ft and
o RVR not less than 300 m.
• Category lllA Operation. A precision instrument approach and landing using ILS or MLS
with:
o a decision height lower than 100 ft and
o RVR not less than 200 m.
• Category lllB Operation. A precision instrument approach and landing using ILS or MLS
with:
o a DH lower than 50ft or no DH and
o RVR less than 200m but not less than 75 m.
• Fail-Passive Flight Control System. A flight control system is fail-passive if, in the event
of a failure, there is no significant out-of-trim condition or deviation of flight path or altitude
but the landing is not completed automatically. For a fail- passive automatic flight control
system the pilot assumes control of the aircraft after a failure.
• Fail-Operational Flight Control System. A flight control system is fail-operational if, in
the event of a failure below alert height, the approach, flare and landing can be completed
by the remaining part of the automatic system, which becomes a fail- passive system.
Hybrid systems are considered to be fail operational if, in the event of a failure below
decision height, the landing can be completed either by the pilot using head up guidance,
or by the landing system itself.
• Alert Height. The alert height is a specified radio height, based on the characteristics of
the aeroplane and its fail-operational landing system. In operational use, if a failure
occurred above the alert height in one of the required redundant operational systems in
the aeroplane (including, where appropriate, ground roll guidance and the reversionary
mode in a hybrid system), the approach would be discontinued and a go-around executed
unless reversion to a higher decision height is possible. If a failure in one of the required
redundant operational systems occurred below the alert height, it would be ignored and
the approach continued.
Note: Crew Actions in case of autopilot failure at or below decision height in fail passive
Cat III operations - IEM to Appendix 1 to EU-OPS 1.430, para (e) (5)
For operations to actual RVR values less than 300m, a go around is assumed in the event of an
auto pilot failure at or below DH.
This means that the go-around is the normal action. However the wording recognises that there
may be circumstances where the safest action is to continue the landing. Such circumstances
include the height at which the failure occurs, the actual visual references, and other
malfunctions. This would typically apply to the late stages of the flare.

8.4 - 5
In conclusion it is not forbidden to continue the approach and complete the landing, when the
commander or the pilot to whom the conduct of the flight has been delegated, determines that
this is the safest course of action.
8.4.3 AERODROME OPERATING MINIMA

The aerodrome operating minima for eac h aerodrome planned to be used are published on the
respective aerodrome charts in the Jeppesen Route Manual. Such minima are not lower than
the values prescribed in section 8.1.3.3
Such minima are not lower than any that have been established for such aerodromes by the
State in which the aerodrome is located.
The applicable aerodrome operating minima take full account of:
• Performance and handling characteristics of the aeroplane;
• The composition of the flight crew, their competence and experience;
• The dimensions and characteristics of the runways which may be selected for use;
• 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, during the take-off, the approach, the flare, the landing and
the missed approach;
• The obstacles in the approach and missed approach areas and the climbout areas and
necessary clearance;
• The obstacle clearance altitude/height for the instrument approach procedures, and
• The means to determine and report meteorological conditions.
The aeroplane category shall be derived from section 8.1.3
8.4.4 LOW VISIBILITY PROCEDURES

Low visibility take-offs and landing Category II or III operations shall not be conducted unless:
• The aeroplane concerned is certificated for operations with decision heights below 200 ft,
or no decision height, and equipped with the systems required for operations as certified
by the Authority.
• DH must be determined by means of a radio altimeter.
• To maintain the safety of operation it is required to report any failure of approaches by
using an adequate reporting form.
• Specific approval/authorization for CAT II and III operations is granted by the Authority,
• The flight crew consists of at least 2 pilots and
• Take-off and landing is carried out by the commander.
• LVP are in force.
Procedures and instructions to be used for Low Visibility Take-Off and CAT II and III operations
are prescribed in the AOM VOL1 NP.51.1, Flight Crew Training Manual and SOP's.
The commander shall satisfy himself that the status of the visual and non- visual facilities is
sufficient prior to commencing a Low Visibility Take-Off or a Category II or III approach.

8.4 - 6
8.4.5 LOW VISIBILITY PROCEDURE FOR TAKE-OFF AT AERODROMES NOT

AUTHORISED FOR CAT II/III OPERATIONS
The following guidance has been established for aerodromes which are not authorised for CAT
II/CAT III operations.
• The operator has verified that LVP are established and will be in force at those
aerodromes where LVTO will be conducted.
• Until such time that the concept for LVP is also established for such aerodromes, the
commander must satisfy himself with Air Traffic Services or Aerodrome Operator that for
the LVTO only one aircraft at a time is allowed on the manoeuvring area, and that vehicle
traffic on the manoeuvring area is controlled and is restricted to the absolute minimum.
8.4.6 TRAINING AND QUALIFICATIONS

The initial and recurrent training programme and qualification requirements, for all aspects of
Low Visibility Take-Off and Category II and III operations, are prescribed in the OMD and
Chapter 5 of this Manual.
8.4.7 MINIMUM EQUIPMENT

The AOM and/or MEL prescribes the minimum equipment that must be serviceable at the
commencement of a Low Visibility Take-Off or a CAT II or III approach.
The commander shall satisfy himself that the status of the aeroplane and of the relevant
airborne systems is appropriate for the specific operation to be conducted.
8.4.8 COMMENCEMENT AND CONTINUATION OF APPROACH (APPROACH BAN)

The commander or the pilot to whom conduct of the flight has been delegated may commence
an instrument approach regardless of the reported RVR/Visibility but the approach shall not be
continued beyond the outer marker, or equivalent position (see Note below), if the reported
RVR/Visibility is less than the applicable minimum.
Where RVR is not available the pilot-in-command may derive an RVR value, for non-precision
and Category I approaches only, by converting the reported visibility in accordance with the
table i n para 8.1.3.3.2.
Where no outer marker or equivalent position exists, the commander or the pilot to whom
conduct of the flight has been delegated shall make the decision to continue or abandon the
approach before descending below 1000 ft above the aerodrome on the final approach
segment. If the MDA/H is at or above 1000 ft above the aerodrome, the approach shall not be
continued below this height if the RVR/Visibility is less than the applicable minima.
If, after passing the outer marker or equivalent position depicted on the Instrument Approach
Chart, the reported RVR/Visibility falls below the applicable minimum, the approach may be
continued to DA/H or MDA/H.
A pilot may continue the approach below DA/H or MDA/H and the landing may be completed
provided that the required visual reference is established at the DA/H or MDA/H and is
maintained.
The touch-down zone RVR is always controlling. If reported and relevant, the mid point and
stop-end RVR are also controlling. The minimum RVR value for mid-point is 125 m or the RVR

8.4 - 7
required for touchdown zone if less, and 75 m for the stop-end. For aeroplanes equipped with a
roll out guidance or control system, the minimum RVR value for the mid-point is 75 m.
Note 1: The equivalent position referred to above can be established by means of a DME
distance, a suitably located NDB or VOR, SRE or PAR fix or any other fix that independently
establishes the position of the aeroplane, if published on the instrument approach chart.
Note 2: Where a State Approach Ban is more restrictive, the published State Approach Ban
applies (Ref. OM Part C section AIR TRAFFIC CONTROL).

8.4 - 8

ETOPS
8.5-1
TABLE OF CONTENTS
Paragraph Page
8.5 EXTENDED RANGE OPERATIONS WITH TWO -ENGINED AEROPLANES (ETOPS)

8.5.1 GENERAL ................................ ................................ ................................ ... 2
8.5.2 DEFINITION OF "ADEQUATE AERODROME" .............................................. 2

ETOPS
8.5-2
8.5 MAX DISTANCE FROM ADEQUATE AERODROME FOR ECA AIRCRAFT

(OPS 1.245 (b))
8.5.1 GENERAL
EUROCYPRIA AIRLINES DOES NOT HOLD AN APPROVAL FOR ETOPS OPERATIONS.

No two-engined aeroplane shall be operated over a route which contains a point further away
from an "adequate aerodrome" at a distance flown with one engine inoperative of 60 mins
For the B737-800 presently operated by ECA the following will apply for determining
adequate en-route alternates:
Speed: 290kts / 0.77 Mach
Time: 60 min with one engine inoperative
Distance: 400NM
8.5.2 DEFINITION OF "ADEQUATE AERODROME"

"Adequate" defines an aerodrome usability which has been determined, with particular regard
to one-engine-inoperative approaches and landings, by the Flight Operations Manager, or a
designated deputy, in accordance with the provisions of OMA GB Section 8.1.2; an ATC facility
should be available and at least one letdown aid (ground radar would so qualify) for an
instrument approach.
The "one-engine-inoperative" does not automatically include "decompression", in this context.
Circles with radii corresponding to the one engine inoperative cruise speed drawn around each
adequate aerodrome defines, the NON-ETOPS Area. By implication, all areas outside the
NON-ETOPS Area(s) are ETOPS Areas.

OXYGEN REQUIREMENTS
8.6 - 1
TABLE OF CONTENTS
Paragraph Page
8.6 USE OF MINIMUM EQUIPMENT AND CONFIGURATION DEVIATION LIST(S) ......... 2

8.6.1 MINIMUM EQUIPMENT LIST (MEL) ............................................................. 2
8.6.2 CONFIGURATION DEVIATION LIST (CDL) ................................ .................. 2

OXYGEN REQUIREMENTS
8.6 - 2
8.6 USE OF MINIMUM EQUIPMENT AND CONFIGURATION DEVIATION

LIST(S)
8.6.1 MINIMUM EQUIPMENT LIST (MEL)

The MEL is approved by the Authority and permits the operation with specific inoperative items
of equipment for a period of time or a number of flights until repairs can be accomplished. It is
important that repairs are accomplished at the earliest opportunity but in any case within the
timeframe specified in the MEL for the particular equipment.
The basis for establishing and approving the MEL is the MMEL (the manufacturers Master
Minimum Equipment List). The Flight Operations department of the Cyprus DCA approves this
document. Other than the MMEL the MEL also considers operational regulations and increased
safety standards applicable to commercial operations! The MEL for the type concerned is
contained in the respective Operations Manual (Part B) and provides for release of the aircraft
for flight(s) with inoperative equipment. Whenever a flight – or series of flights – is released for
dispatch with inoperative item(s), entries must be made in the aircraft technical log containing a
detailed description of the inoperative item(s) using the appropriate system and sequence
number found in the MEL. Special advice to the crew and information regarding corrective
action(s) taken. The MEL is not intended to provide for continued operation of the aircraft for an
indefinite period with inoperative items! The basic purpose of the MEL is to permit the operation
of an aircraft within the framework of a controlled and sound maintenance and repair
programme.
The decision of the Commander of the flight to have allowable inoperative items corrected prior
to flight will take precedence over the provision contained in the MEL. The Commander may
request requirements above the minimum listed whenever, in his judgement, such added
equipment is essential to the safety of a particular flight under the special conditions prevailing
at the time, he shall, however, never accept requirements below the MEL minimum.
Maintenance, ferry – and training flights may be dispatched with less than the equipment
specified in the MEL, provided all equipment expected to be utilised in that flight is operable.
The recommendation in favour or against such a flight must be requested from the technical
department, flight operations and the Authority. Equipment obviously basic to the aircraft’s
airworthiness (such as wings, rudders, etc.), is not listed in the MEL and must of course be
operative for all flights.
On the other hand, equipment obviously not required for a safe operation of the aircraft, such as
ashtrays, passenger convenience items, etc., are not listed and may be unserviceable. For all
further details check the MEL(s) for the type(s) concerned.
8.6.2 CONFIGURATION DEVIATION LIST (CDL)

An aircraft may be operated with secondary airframe and engine part deficiencies if so allowed
in the approved CDL. Other than in the MEL, CDL items very often do not have a time limit or a
limit on the number of landings. However the CDL will specify “changes” to the approved
Operations Manual (Part B) procedures or its performance.
As an example, a missing landing gear door may not cause a safety risk, however it may cause
performance penalties, which need to be considered. It may also imply speed limits but it would
not be unsafe to operate that particular type of aircraft with a missing landing gear door
provided the operation is performed within the framework of the instructions, limits and
performance penalties as specified in the CDL. All missing / deficient parts carrying

OXYGEN REQUIREMENTS
8.6 - 3
performance penalties are cumulative unless specified penalties for certain combinations of
missing parts are imposed. Accumulated weight penalties – if there are any – must be
considered and subtracted from the allowed weight for take – off, climb, en-route or landing.
When first making use of the CDL for a specific item, the appropriate item shall be described
and entered in the technical log and the “deferred items list”. For any subsequent flight(s) this
particular item will be carried on in the deferred item list until this part is replaced or repaired. All
further details may be found in the CDL for the respective type presented in the Operations
Manual B (AOM).

OXYGEN REQUIREMENTS
8.6 - 4

NON REVENUE FLIGHTS
8.7 - 1
TABLE OF CONTENTS
Paragraph Page
8.7 NON-REVENUE FLIGHTS ................................................................ .................8.7-2

8.7.1 GENERAL ................................ ................................ ..............................8.7-2
8.7.2 TRAINING AND TEST FLIGHTS ............................................................. 8.7-2
8.7.3 DELIVERY FLIGHTS ................................ .............................................. 8.7-4
8.7.4 FERRY FLIGHTS ................................ ................................................... 8.7-4
8.7.5 DEMONSTRATION FLIGHTS ................................ ................................ .8.7-6
8.7.6 POSITIONING FLIGHTS ................................ .........................................8.7-6
8.7.7 PASSENGERS ON TRAINING, EQUIPMENT CHECK AND TEST FLIGHTS
................................ ................................ ................................ .............8.7-6

NON REVENUE FLIGHTS
8.7 - 2
8.7 NON-REVENUE FLIGHTS
8.7.1 GENERAL
Non-revenue flights must normally be performed in accordance with the general Company
regulations for route flights. Special regulations on some non-revenue flights are laid down
hereunder.
Types of non-revenue flights:
a) Training flights (Instructor and trainee pilots only).
b) Test flights (including flights after a maintenance check).
c) Delivery flights.
d) Ferry flights (without passengers or cargo).
e) Demonstration flights.
f) Positioning flights, including the kind of persons who may be carried on such flights.
8.7.2 TRAINING AND TEST FLIGHTS

 TRAINING FLIGHTS (Aeroplane Training)
Training flights mean flights under the jurisdiction of the Operations Manager or the
Training Manager with the purpose of completing the Licence Skill Test (LST)
requirements for aeroplane type endorsement and prior to line flying under supervision
or if otherwise required for pilot training. The purpose of the training flight is to
familiarise the candidate with the actual aeroplane after performed simulator training.
 TEST FLIGHTS
Test flights mean flights under the jurisdiction of the Operations Manager for the
purpose of checking the aeroplane and equipment after overhaul and major repairs or
for the Air Operator’s Certificate (AOC) renewals, if required.
Test flights form part of the maintenance program to be completed before the aircraft is
released for line service. According to the Authority approved requirements, test flights
are compulsory after a major repair of essential parts of the following systems:
 Flight control system, unless it can be assumed from manufacturer’s
instructions or company experience that normal condition is resumed.
 Landing gear retraction system, when it cannot be determined on the
ground that the gear can be properly retracted and extended.
In the following cases a test flight is optional:
 After extensive repairs, modifications or changes of aircraft parts or
systems when, after all prescribed tests and adjustments on the ground are
performed, further testing under flight conditions is desirable.
 To determine the cause of a complaint, or to demonstrate that the
complaint is rectified.

NON REVENUE FLIGHTS
8.7 - 3
APPLICABLE REGULATIONS
Training and test flights must normally be performed in accordance with the general Company
regulations. Special deviating regulations are laid down in this chapter and are supplemented
by instructions of the respective supervising authority.
WEATHER CONDITIONS
 WEATHER CONDITIONS FOR TRAINING FLIGHTS
The Company weather minima (ceiling and visibility) are applicable for take-off, climb,
cruise and landing.
 WEATHER CONDITIONS FOR TEST FLIGHTS
Test flights shall normally be performed during daytime. Only in exceptional cases and
only after the permission of the Operations Manager, test flights may be performed during
darkness.
Test flights after engine changes and minor changes of equipment may be performed when
actual and forecast weather for take-off and landing is at least the applicable Company minima.
Test flights after airframe or control overhauls may only take place when actual and forecast
weather for take-off and landing are at or above the applicable Company minima for circling.
CREW QUALIFICATIONS
 TRAINING FLIGHTS (Aeroplane Training)
The Commander of a training flight must be qualified as a Type Rating Instructor (TRI
aeroplane) on the type of aeroplane concerned.
 TEST FLIGHTS
Whenever a test flight is to be performed as specified in paragraph 8.7.2 then the Flight
Operations Manager (or his deputy) and the Technical Pilot must be informed prior to the
conduct of the test. The test itself will be carried out preferably by the Technical Pilot if
available. In his absence, the Flight Ops Manager or his deputy will nominate the crew that
will conduct the flight test
RESPONSIBILITY
 GENERAL FLIGHT PROGRAMS
Such programs for training are issued by the Training Manager or the Operations Manager
and for test flights by the maintenance department in agreement with the Operations
Manager.
 ACTUAL FLIGHT
The final decision for the performance of the actual flight and the responsibility for the
adherence to general and detailed Company instructions remain with the designated
Commander, who will be either:
 Training pilot for training flights,
or
 Authorised Captains for test flights.

NON REVENUE FLIGHTS
8.7 - 4
 CO-ORDINATION WITH ATC AND COMPANY AUTHORITY

The designated Captain of the special flight is responsible that:
The respective Company authority is duly informed of the flight and its result,
The ATC flight plan is filed accordingly,
ATC is informed of the intended programme prior to take-off,
The general program is adapted to the actual flight conditions if this becomes necessary.
8.7.3 DELIVERY FLIGHTS

Delivery flights are flights where, after purchasing or lease agreement, an aeroplane is flown
from the manufacturer's, seller's or lessor's facility to Eurocypria Airlines home base or
maintenance base of the subcontracted JAR 145 maintenance provider or vice versa.
The weather minima as stipulated in Chapter 8.1, Section 8.3, are applicable.
If not combined with a training flight normal crew qualification i s applicable. If combined with a
training flight the Commander must be qualified as a Type Rating Instructor (TRI) on the type of
aeroplane concerned.
Provided all normal requirements such as flight and cabin crew complement, equipment
requirements are met, non-revenue passengers may be carried if this is not excluded on the
certificate of airworthiness and certificate of registration. Full insurance coverage must
be assured. For some delivery flights the Cyprus DCA might only issue a “Ferry Permit” in lieu
of the certificate of airworthiness and the certificate of registration. This “Ferry Permit” may
exclude the carriage of persons other than flight crew and engineers. For these flights with
minimum crew and the permitted persons, other than flight crew and passengers, the
Operations Manager may specify acceptable deviations from the procedures required under
EU-OPS 1 and the Operations Manual(s), but never below the EU-OPS 1 requirements,
national and international regulations for non-commercial operations (ICAO Annex 2, Annex 6
II, etc.).
A normal loadsheet is required for every delivery flight.
8.7.4 FERRY FLIGHTS

A ferry flight is the transfer of an aeroplane affected by non-deferrable maintenance items or
damage to an aerodrome with an approved JAR 145 maintenance provider. A special
authorisation is required for such a flight.
Ferry flights other than positioning flights for operational reasons, must be authorised by the
Operations Manager or the Operations Control Manager. The ferry flight is to be dispatched as
the normal flights and has to be supplied all the required documents.
Each ferry flight must be notified to and be authorised by the Cyprus DCA.
Before notifying the DCA and requesting a ferry flight permit, Eurocypria must make sure that
the following requirements are met:
• The subcontracted JAR 145 maintenance provider must confirm in writing that from a
technical point of view the ferry flight can be performed safely.
• The Flight Operations Manager and the Technical Manager must analyse and assess in
depth the operational and technical environment for such a flight,

NON REVENUE FLIGHTS
8.7 - 5
• If necessary, the Flight Operations Manager must stipulate special operating procedures
and restrictions (WX minima, runway length requirements, etc.),
• The Flight Operations Manager is responsible that qualification and experience of the ferry
flight crew are adequate.
• The notification to the DCA must include all relevant information on items listed above.
One-Engine-Inoperative Ferry Flight is Not Applicable
Other than One-Engine-Inoperative Ferry Flight
This type of flight is authorised when requested by the Technical Manager and approved by the
Flight Operations Manager.
The aeroplane may be authorised to depart with less than the equipment specified in the MEL /
CDL if all equipment required for a safe flight is installed and operative. An authorised technical
person shall certify that the aeroplane is in safe condition for ferry flight. No persons other than
the required flight and cabin crewmembers and essential maintenance personnel may be
carried.
All limitations will be strictly observed and the mass of the aeroplane will be kept to a minimum.
A special permission must be sent to the flight crew of the ferry flight in writing (E-mail, fax,
SITA or AFTN telex). This special permission must contain a statement that this flight is
authorised and the technical and operational restrictions (if any) must be stipulated under which
the flight shall be operated. This special permission must be attached to the Technical Log.
Loadsheet
A loadsheet is required for every ferry flight.
8.7.5 DEMONSTRATION FLIGHTS

A demonstration flight may be for a sales/advertising purpose, to demonstrate flight
characteristics to a potential buyer, or to introduce journalists and customers to a new
aeroplane type.
The weather minima as stipulated in Chapter 8.1, Section 8.3, are applicable.
Normal crew qualification is required for all flights with passengers. Flights without passengers
may be combined with a training flight. In this case, the Commander must be qualified as a
Type Rating Instructor (TRI) on the type of aeroplane concerned.
In any case, all flights with passengers aboard require full and normal crew complement. Flights
without passengers require normal flight crew composition (no cabin crew).
Every demonstration flight must be authorised by the Operations Manager. As far as flight
procedures are concerned, the ultimate responsibility also rests with the Operations Manager .
A normal loadsheet is required for every demonstration flight.
8.7.6 POSITIONING FLIGHTS

A positioning flight serves the purpose of positioning an aeroplane for subsequent commercial
operation.
Normal procedures apply as for other revenue flights.

NON REVENUE FLIGHTS
8.7 - 6
Non-revenue passengers and cargo may be carried on this type of ferry flights as long as the
cabin attendant requirements are fulfilled as outlined in Chapter 4 of OM (Part A).
If no passengers are carried or if all passengers are fully qualified crewmembers, at least one
cabin crewmember shall be carried.
A normal loadsheet is required for every positioning flight.
8.7.7 PASSENGERS ON TRAINING, EQUIPMENT CHECK AND TEST FLIGHTS

Normally, passengers may not be accepted on training or test flights.
 EXCEPTIONS
• TRAINING FLIGHTS
Persons may obtain special permission to be accepted as passengers on check or training
flights in exceptional cases, if no emergency procedures are to be carried out.
Such permissions must be granted by the Operations Manager.
• TEST FLIGHTS
Only additional crew members and inspectors of the authorities and technicians fulfilling a
specific function on the flight will be accepted as passengers on the test flights.
 HANDLING OF PASSENGERS
It is the Commander’s responsibility:
• To ensure that no unauthorised persons are on board,
• To make sure that all passengers are secured as long as the “Fasten Seat Belt” sign is ON.

OXYGEN REQUIREMENTS
8.8 - 1
TABLE OF CONTENTS
Paragraph Page
8.8 OXYGEN REQUIREMENTS ................................ ................................ ....... 2

8.8.1 DEFINITIONS ................................ ............................................................ 2
8.8.2 FIRST AID OXYGEN ................................ .................................................. 2
8.8.3 OXYGEN EQUIPMENT AND SUPPLY REQUIREMENTS ............................. 2
8.8.3.1 FLIGHT CREW MEMBERS................................ ................................ ......... 2
8.8.3.2 CABIN CREW MEMBERS A ND PASSENGERS. ................................ .......... 3
8.8.4 CREW PROTECTIVE BREATHING EQUIPMENT (PBE) .............................. 5

OXYGEN REQUIREMENTS
8.8 - 2
8.8 OXYGEN REQUIREMENTS (EU-OPS 1.385 / 1.760 / 1.770)
8.8.1 DEFINITIONS
First Aid Oxygen – means the additional oxygen provided for the use of passengers, who do
not satisfactorily recover following subjection to excessive cabin altitudes, during which they
had been provided with supplemental oxygen.
Note: First Aid Oxygen is only required for pressurised aeroplane operating above 25.000 ft
where cabin crew members are required.
Supplemental oxygen – pressurised aeroplane – a supply of oxygen to the required number of
occupants for the required flight time at the appropriate altitude(s), following a cabin
depressurisation.
Supplemental Oxygen – non-pressurised aeroplanes – a supply of oxygen to be provided in
unpressurised aeroplane to the occupants whenever flight altitudes above 10.000 ft are
used.
Crew Protective Breathing Equipment (PBE) – an equipment to protect the eyes, nose and
mouth of each flight crew member while on flight deck duty and for each cabin crew member.
The PBE shall allow the crew members to continue to perform their duties even under smoke or
toxic air conditions in the cabin or on the flight deck, the portable PBE equipment must allow
active fire fighting.
8.8.2 FIRST AID OXYGEN

The amount of oxygen shall be calculated using an average flow rate of at least 3 litres
Standard Temperature Pressure Dry (STPD) per minute/person and shall be sufficient for the
remainder of the flight after depressurisation when the cabin altitude exceeds 8.000 ft but does
not exceed 15.000 ft for at least 2% of the passengers carried (but in no case for less than one
person). There are 4 dispensing units on board of every company aeroplane intending to
operate above 25.000 ft. The amount of first aid oxygen required for a particular operation shall
be determined on the basis of cabin pressure altitudes and flight duration, consistent with the
operating procedures established for each operation and route.
The oxygen equipment provided shall be capable of generating a mass flow to each user of at
least four litres per minute, STPD. Means may be provided to decrease the flow to not less than
two litres per minute, STPD, at any altitude.
8.8.3 OXYGEN EQUIPMENT AND SUPPLY REQUIREMENTS
8.8.3.1 FLIGHT CREW MEMBERS

a) Each member of the flight crew on flight deck duty shall be supplied with supplemental
oxygen as specified in Table 1. If all occupants of flight deck seats are supplied from the
flight crew source of oxygen supply then they shall be considered as flight crew members
on flight deck duty for the purpose of oxygen supply.
Flight deck seat occupants, not supplied by the flight crew source, are considered to be
passengers for the purpose of oxygen supply.
b) Flight crew members, not covered by the sub-paragraph above, are for the purpose of
oxygen supply, to be considered as:

OXYGEN REQUIREMENTS
8.8 - 3
• cabin crew members if they are on call or are definitely going to have flight deck duty before
completing the flight,
• passengers if they are not on call and will not be on flight deck duty during the remainder of
the flight
c) Oxygen masks shall be located so as to be within the immediate reach of flight crew
members whilst at their assigned duty stations.
d) Oxygen masks for use by flight crew members in pressurised aeroplanes operating above
25,000 ft shall be a quick donning type of mask.
8.8.3.2 CABIN CREW MEMBERS AND PASSENGERS.

a) Cabin crew members and passengers shall be supplied with supplemental oxygen in
accordance with table 1. Cabin crew members carried above the minimum number of
cabin crew members required shall be considered as passengers for the purpose of
oxygen supply.
b) When operating above 25,000 ft there shall be provided sufficient spare outlets and masks
and/or sufficient portable oxygen units with masks for use by all required cabin crew
members. The spare outlets and/or units are to be distributed evenly throughout the cabin
to ensure immediate availability of oxygen to each required cabin crew member regardless
of his or her location at the time of cabin pressurisation failure.
c) When operating above 25,000 ft there shall be provided an oxygen dispensing unit
connected to oxygen supply terminals immediately available to each occupant, wherever
seated. The total number of dispensing units and outlets shall exceed the number of seats
by at least 10%. The extra units are to be evenly distributed throughout the cabin.
d) The oxygen supply requirements, as specified in Table 1, for aeroplanes not certificated to
fly at altitudes above 25,000 ft may be reduced to the entire flight time between 10,000 ft
and 13,000 ft cabin pressure altitude for all required cabin crew members and for at least
10% of the passengers if, at all points along the route to be flown, the aeroplane is able to
descend safely within 4 minutes to a cabin pressure altitude of 13,000 ft.
e) When operating above 25,000 ft or, if operating below, and unable to descent safely within
4 minutes to 13,000 ft, the aeroplane shall be provided with automatically deployable
oxygen equipment immediately available to each occupant. The total number of
dispensing units shall exceed the number of seats by at least 10%. The extra units are to
be evenly distributed throughout the cabin.
Note I. Only applicable, when the individual certificate of airworthiness was first issued
on or after 9 November, 1998.
Note II. When flying over high terrain where a descent to 13,000 ft may not be possible
(e.g. MEA/MORA above 13,000 ft), oxygen shall be provided to all passengers
and cabin attendants for the entire flight above 13,000 ft.

OXYGEN REQUIREMENTS
8.8 - 4
Oxygen – Minimum Requirements for Supplemental Oxygen for Pressurised Aeroplane
SUPPLY FOR: DURATION AND CABIN PRESSURE ALTITUDE
1. All occupants of flight Entire flight time when the cabin pressure altitude exceeds 13,000 ft
deck seats on flight deck and entire flight time when the cabin pressure altitude exceeds
duty 10,000 ft but does not exceed 13,000 ft after the first 30 minutes at
those altitudes but in no case less than
30 minutes for aeroplanes certificated to fly at altitudes not
exceeding 25,000 ft (Note 2).
2 hours for aeroplanes certificated to fly at altitudes more than
25,000 ft (Note 3).
2. All required cabin Entire flight time when cabin pressure altitude exceeds 13,000ft, but
crew members not less than 30 minutes (Note 2), and entire flight time when cabin
pressure altitude is greater than 10,000 ft but does not exceed
13,000 ft after the first 30 minutes at these altitudes.
3. 100% of passengers 10 minutes or the entire flight time when the cabin pressure altitude
(Note 5) exceeds 15,000 ft whichever is the greater (Note 4)
4. 30% of passengers Entire flight time when the cabin pressure altitude exceeds 14,000 ft
(Note 5) but does not exceed 15,000 ft.
5. 10% of passengers entire flight time when the cabin pressure altitude exceeds 10,000 ft
(Note 5) but does not exceed 14,000 ft after the first 30 minutes at these
altitudes.
Note 1. The supply provided must take account of the cabin pressure altitude descent profile
for the routes concerned.
Note 2. The required minimum supply is that quantity of oxygen necessary for a constant
rate of descent from the aeroplanes maximum certificated operating altitude to
10,000 ft in 10 minutes and followed by 20 minutes at 10,000 ft.
rate of descent from the aeroplane's maximum certificated operating altitude to
10,000 ft in 10 minutes and followed by 110 minutes at 10,000 ft. Oxygen provided by
PBEs available may be included.
rate of descent from the aeroplane's maximum certificated operating altitude to
15,000 ft in 10 minutes.
Note 5. For the purpose of this table "passengers" means passengers actually carried and
includes infants.

OXYGEN REQUIREMENTS
8.8 - 5
8.8.4 CREW PROTECTIVE BREATHING EQUIPMENT (PBE) (EU-OPS 1.780)

Protective breathing equipment requirements are as follows:
FLIGHT CREW
Every member of the flight crew on flight deck duty must have a PBE to protect his eyes, nose
and mouth and to provide oxygen for a period of not less than 15 minutes.
PBE intended for flight crew use must be conveniently located on the flight deck and be easily
accessible for immediate use by each required flight crew member at their assigned duty
station.
Protective Breathing Equipment may be provided by the supplemental oxygen as required by
para 8.8.3 / EU-OPS 1.770(b) (1).
In addition, when the flight crew is more than one and a cabin crew is not carried, portable PBE
must be carried to protect the eyes, nose and mouth of one member of the flight crew and to
provide breathing gas for a period of not less than 15 minutes.
CABIN CREW
Every required cabin crewmember must have a PBE to protect eyes, nose and mouth and to
provide oxygen for not less than 15 minutes, installed adjacent to each required cabin crew
member station.
PBE intended for cabin crewmember use must be installed adjacent to each required cabin
crewmember duty station.

OXYGEN REQUIREMENTS
8.8 - 6

DANGEROUS GOODS AND WEAPONS GB (OM A)
9-1
TABLE OF CONTENTS
9.1 INFORMATION, INSTRUCTIONS AND GENERAL GUIDANCE ON THE TRANSPORT

OF DANGEROUS GOODS ................................ ........................................................ 3
9.1.1 POLICY ON THE TRANSPORT OF DANGEROUS GOODS ............................... 3
9.1.2 TERMINOLOGY................................ ................................ ................................ . 4
9.1.3 DANGEROUS GOODS APPROVED FOR CARRIAGE ......................................... 6
9.1.4 ARTICLES AND SUBSTANCES INTENDED AS REPLACEMENTS..................... 12
9.1.5 “STATES CONCERNED” REQUIREMENTS ....................................................... 12
9.1.6 FORBIDDEN DANGEROUS GOODS ................................................................ .12
9.1.7 CLASSIFICATION OF DANGEROUS GOODS ................................ ................... 13
9.1.8 LABELS AND PACKAGING................................ ................................ ...............15
9.2 GUIDANCE ON THE REQUIREMENTS FOR ACCEPTANCE, HANDLING AND
STOWAGE ................................ ................................................................ ................ 23
9.2.1 GENERAL ................................ ................................ ........................................ 23
9.2.2 ACCEPTANCE FOR CARRIAGE CHECK REQUIRED ........................................ 23
9.2.3 INSPECTION OF DANGEROUS GOODS BEFORE AND AFTER LOADING
(EU-OPS 1.1210) ................................ ................................ ..............................23
9.2.4 CARRIAGE OF DANGEROUS GOODS IN PASSENGER OR FLIGHT
COMPARTMENT ................................ ................................ ..............................23
9.2.5 DANGEROUS GOODS AUTHORISED FOR CARRIAGE
ON “CARGO ONLY” AEROPLANE................................ ................................ .....23
9.2.6 STOWAGE OF DANGEROUS GOODS ................................ ..............................23
9.2.7 REQUIREMENT TO INFORM THE COMMANDER BEFORE FLIGHT ................ 24
9.3 PROCEDURES FOR RESPONDING TO EMERGENCY SITUATIONS.......................... 25
9.4 DUTIES OF ALL PERSONNEL INVOLVED ................................................................ .27
9.4.1 GENERAL……...…………………………………………………………………….……27
9.4.2 RESPONSIBILITY OF THE SHIPPER AND CARRIER…………………………..….27
9.5 INSTRUCTIONS ON THE CARRIAGE OF EMPLOYEES OF THE OPERATOR............. 29
9.6 CONDITIONS UNDER WHICH WEAPONS, MUNITONS OF WAR AND SPORTING
WEAPONS MAY BE CARRIED................................ ................................ ................... 30
9.6.1 WEAPONS AND MUNITIONS OF WAR ................................ ............................. 30
9.6.2 SPORTING WEAPONS ................................................................ ..................... 30
9.7 TRAINING ................................ ................................ ................................ .................31

GB (OM A) DANGEROUS GOODS AND WEAPONS
9- 2

9-3
9. DANGEROUS GOODS
Note: Eurocypria Airlines does not hold an approval from the Department of Civil Aviation (DCA) of
Cyprus to carry Dangerous Goods on an aeroplane except as identified in the “Dangerous
Goods Approved for Carriage” paragraph following.
9.1 INFORMATION, INSTRUCTIONS AND GENERAL GUIDANCE ON THE

TRANSPORT OF DANGEROUS GOODS (EU-OPS 1.1145 / 1.1155)
9.1.1 POLICY ON THE TRANSPORT OF DANGEROUS GOODS (EU-OPS 1.1160)
Certain articles or materials are defined as dangerous goods that are articles or substances
capable of posing a significant risk to health, safety, property or the environment when
transported by air. The carriage of such articles is regulated. In principle, dangerous goods shall
not be transported by passengers or crewmembers, as checked-in baggage in the cargo
compartment or as carry-on baggage or as personal possession.
Rules concerning the safe transport of dangerous goods are defined by the ICAO in annex 18
of the Chicago convention and in the “Technical Instructions for the safe transport of dangerous
goods by air” DOC9284 AN/905 (hereafter referred to as Technical Instructions). Dangerous
goods can only be carried according to these rules, irrespective of whether the flight is wholly or
partly within or wholly outside the territory of a State.
An additional approval or an exemption may be required to permit the transport of some
Dangerous Goods (see “Training” chapter below). For operational purposes the Company
intends to use the IATA Dangerous Goods Regulations, which incorporate the provisions of the
International Civil Aviation Organisation. It is not permitted for radioactive materials to be
carried on the Company’s aeroplane.
In addition, IATA has published the manual “Dangerous Goods Regulations” to reflect the ICAO
rules and also defines procedures and instructions for the transport of dangerous goods. It shall
also be noted that additional national regulations of the country of departure, transit and
destination of the carrier may apply.
The IATA “Dangerous Goods Regulations” (latest edition) specifies:
 What may be carried?
 Responsibility of the shipper and the carrier.
 Under which conditions shipment shall be conducted.

This chapter is established in good faith with the ICAO “Technical Instructi ons for the safe
transport by air of dangerous goods by air” and the IATA “Dangerous Goods Regulations” as
background.

9- 4
9.1.2 TERMINOLOGY (EU-OPS 1.1150)
Terms used in this chapter have the following meanings:

Acceptance Check List: A document used to assist in carrying out a check on the external
appearance of packages of dangerous goods and their associated
documents to determine that all appropriate requirements have been
met.
Approval: For the purpose only of compliance with EU-OPS 1.1165(b)(2), an authorisation
referred to in the Technical Instructions and issued by an Authority, for the transport
of dangerous goods which are normally forbidden for transport or for other reasons,
as specified in the Technical Instruction.
Cargo Aeroplane: Any aeroplane which is carrying goods or property but not passengers. In
this context the following are not considered to be passengers:
a) A crew member,
b) An operator’s employee permitted by, and carried in accordance
with, the instructions contained in the Operations Manual,
c) An authorised representative of an Authority; or
d) A person with duties in respect of a particular shipment on board.
Dangerous Goods: Articles or substances which are capable of posing a risk to health, safety,
property or the environment and which are shown in the list of dangerous
goods in the Technical Instructions or which are classified according to
those instructions.
Dangerous Goods Accident: An occurrence associated with and related to the transport of
dangerous goods which results in fatal or serious injury to a
person or major property damage.
Dangerous Goods Incident: An occurrence, other than a dangerous goods accident,
associated with and related to the transport of dangerous
goods, not necessarily occurring on board an aeroplane,
which results in injury to a person, property damage, fire,
breakage, spillage, leakage of fluid or radiation or other
evidence that the integrity of the packaging has not been
maintained. Any occurrence relating to the transport of
dangerous goods which seriously jeopardises the aeroplane or
its occupants is also deemed to constitute a dangerous goods
incident.
Dangerous Goods Transport Document: A document which is specified by the Technical
Instructions. It is completed by the person who
offers dangerous goods for air transport and
contains information about those dangerous
goods.
Exemption: For the purpose only of compliance with this chapter, an authorisation referred to
in the Technical Instructions and issued by all the authorities concerned, providing
relief from the requirements of the Technical Instructions.

9-5
Freight Container: A freight container is an article of transport equipment for radioactive

materials, designed to facilitate the transport of such materials, either
packaged or unpackaged, by one or more modes of transport. (Note: see
Unit Load Device where the dangerous goods are not radioactive
materials).
Handling Agent: An agency which performs on behalf of the operator some or all of the latter’s
functions including receiving, loading, unloading, transferring or other
processing of passengers or cargo.
Overpack: An enclosure used by a single shipper to contain one or more packages and to
form one handling unit for convenience of handling and stowage. (Note: a unit load
device is not included i n this definition).
Package: The complete product of the packing operation consisting of the packaging and its
contents prepared for transport.
Packaging: Receptacles and any other components or materials necessary for the receptacle
to perform its containment.
Serious Injury: An injury which is sustained by a person in an accident and which:
a) Requires hospitalisation for more than 48 hours, commencing within seven
days from the date the injury was received, or
b) Results in a fracture of any bone (except simple fractures of fingers, toes
or nose), or
c) Involves lacerations which cause severe haemorrhage, nerve, muscle or
tendon damage, or
d) Involves injury to any internal organ, or
e) Involves second or third degree burns or nay burns affecting more than 5%
of the body surface, or
f) Involves verified exposure to infectious substances or injurious radiation.
Technical Instructions: The latest effective edition of the Technical Instructions for the Safe
Transport of Dangerous Goods by Air, including the Supplement and
any Addendum, approved and published by decision of the Council of
the International Civil Aviation Organisation (ICAO Doc. 9284-
AN/905) .
Unit Load Device: Any type of aeroplane container, aeroplane pallet with a net, or aeroplane
pallet with a net over an igloo. (Note: an overpack is not included in this
definition; for a container containing radioactive materials see the definition
for freight container).

9- 6
9.1.3 DANGEROUS GOODS APPROVED FOR CARRIAGE
9.1.3.1 REQUIRED DANGEROUS GOODS

An approval to transport Dangerous Goods is not required for goods that are required to be
aboard the aeroplane as:
a) Items for airworthiness or operating reasons or for the health of passengers or crew,
such as batteries, fire extinguishers, first-aid kits, insecticides, air fresheners, life saving
appliances and portable oxygen supplies; and
b) Catering or cabin service supplies.
Note: Dangerous Goods intended as replacements for those in paragraphs (a) & (b) above may
not be carried without the approval referred to in this chapter.
9.1.3.2 VETERINARY GOODS

An approval is not required for Dangerous Goods which are carried for use in flight as a
veterinary aid or as a humane killer for an animal.
9.1.3.3 MEDICAL AIDS

An approval is not required for Dangerous Goods which are carried in flight for medical aid for a
patient, such as gas cylinders, drugs, medicines, other medical material (e.g. sterilising wipes)
and wet cell or lithium batteries, providing:
 The gas cylinders have been manufactured specifically for the purpose of containing
and transporting that particular gas.
 The drugs and medicines and other medical matter are under the control of trained
personnel during the time when they are in use.
 The equipment containing wet cell batteries is kept and, when necessary secured, in an
upright position to prevent spillage of the electrolyte.
 Proper provision is made to stow and secure all the equipment during take-off and
landing and at all other times when deemed necessary by the Commander in the
interests of safety.
These Dangerous Goods may also be carried on a flight made by the same aeroplane to collect
a patient or after that patient has been delivered when it is impracticable to load or unload the
goods at the time of the flight on which the patient is carried.
Note: The Dangerous Goods carried may differ from those identified above due to the needs of the
patient. They are not those which are a part of the normal equipment of the aeroplane.

9-7
9.1.3.4 PASSENGER / CREW – DANGEROUS GOODS THAT ARE ALLOWED WITH

OPERATOR’S APPROVAL AS CHECKED-IN BAGGAGE ONLY (IN THE CARGO
COMPARTMENTS)
With the Company’s approval, the following Dangerous Goods may be carried as checked
baggage:
Dry Ice (solid carbon dioxide)

Solid carbon dioxide (dry ice) in quantities not exceeding 2 kg (4.4 lb) per person when used to
pack perishables that are not subject to the Dangerous Good Regulation, provided the checked
baggage (package) permits the release of carbon dioxide gas.
Note: Solid carbon dioxide (dry ice) may be transported as carry-on baggage. Passengers / crew using
this exemption are limited to a maximum of 2 kg for the combined carry-on and checked
baggage.
Cartridges for Sporting Weapons

Securely boxed ammunition (cartridges for weapons, small arms) in Division 1.4S - i.e. packed
as such that accidental “functioning” is contained within the package - used for sporting
purposes, in quantities not exceeding 5 kg (11 lb) gross weight per person for that person's own
use, excluding ammunition with explosive or incendiary projectiles.
Allowances for more than one passenger must not be combined into one or more packages.
Note: Division 1.4S is a classification assigned to an explosive. It refers to cartridges which are packed
or designed so that any dangerous effects from the accidental functioning of one or more
cartridges in a package are confined within the package unless it has been degraded by fire, when
the dangerous effects are limited to the extent that they do not hinder fire fighting or other
emergency response efforts in the immediate vicinity of the package. Cartridges for sporting use
are likely to be within Division 1.4S.
Wheelchairs / Mobility aids with non-spillable batteries

When carriage is allowed by the Company, wheelchairs or other battery-powered mobility aids
with non-spillable batteries may be carried, provided that the battery is disconnected, the
battery terminals are insulated to prevent accidental short circuits and the battery is securely
attached to the wheelchair or mobility aid.
Wheelchairs / Mobility aids with spillable batteries
When carriage is allowed by the Company, wheelchairs or other battery-powered mobility aids
with spillable batteries may be carried provided that:
1. The wheelchair or mobility aid can be loaded, stowed, secured and unloaded always in
an upright position.
2. The battery is disconnected, the battery terminals are insulated to prevent accidental
short circuits and the battery is securely attached to the wheelchair or mobility aid.
3. If the wheelchair or mobility aid cannot be loaded, stowed, secured and unloaded
always in an upright position, the battery must be removed and the wheelchair or
mobility aid may then be carried as checked baggage without restriction.
 The removed battery must be carried in strong, rigid packaging as follows:

9- 8
a) Packaging must be leak-tight, impervious to battery fluid and be protected

against upset by securing to pallets or by securing them in cargo compartments
using appropriate means of securing (other than by bracing with freight or
baggage) such as by use of restraining straps, brackets or holders.
b) Batteries must be protected against short circuits, secured upright in their
packaging and surrounded by compatible absorbent material sufficient to
absorb their total liquid contents.
c) These packaging must be marked “BATTERY, WET, WITH WHEELCHAIR” or
“BATTERY, WET, WITH MOBILITY AID” and be labelled with the “Corrosive”
label and with the “Package Orientation” label.
 The Commander must be informed of the location of a wheelchair or mobility aid
with an installed battery or the locatio n of a packed battery.
Note: It is recommended that passengers make advance arrangements with each operator and
that batteries that are spillable should be fitted with spill-resistant vent caps when
feasible.
9.1.3.5 PASSENGER / CREW – DANGEROUS GOODS THAT ARE ACCEPTABLE WITH

OPERATOR’S APPROVAL AS CARRY-ON BAGGAGE ONLY (IN THE CABIN)
With the Company’s approval, the following Dangerous Goods are permitted on aeroplane as
carry -on baggage only:
A Mercurial Barometer or Mercurial Thermometer in Carry-On (cabin) Baggage when in
the Possession of a Representative of a Government Weather Bureau or Similar Official
Agency
When carriage is allowed by the Company, the barometer or thermometer must be packed in a
strong packaging having inside a sealed inner liner or bag of strong leak-proof and puncture
resistant material impervious to mercury closed in such a way as to prevent the escape of
mercury from the package irrespective of its position.
The Commander must be informed when such a barometer or thermometer is to be carried.
Heat Producing Articles
Heat producing articles, i.e. battery operated equipment, such as underwater torches and
soldering equipment which, if accidentally activated will generate extreme heat which can cause
a fire.
The heat producing component or energy source must be removed to prevent
accidental functioning during the transportation.
Goods Acceptable with “Operator Approval” as baggage
The following dangerous goods are permitted on aeroplane as checked or carry-on baggage
with the approval of the operator:
1. Medical Oxygen
Small gaseous oxygen or air cylinders required for medical use.
2. Carbon Dioxide Cylinder fitted into a Life Jacket
Not more than two small carbon dioxide cylinders per person fitted into a self-inflating
life jacket plus not more than two spare cartridges.

9-9
3. Insulated Packages Containing Refrigerated Liquid Nitrogen

Insulated packaging containing refrigerated liquid nitrogen fully absorbed in a porous
material and intended for transport, at low temperature, of non-dangerous products are
not subject to these regulations provided the design of the insulated packaging would
not allow the build-up of pressure within the container and would not permit the release
of any refrigerated liquid nitrogen irrespective of the orientation of the insulated
packaging.
9.1.3.6 PASSENGER / CREW – DANGEROUS GOODS THAT ARE ACCEPTABLE

WITHOUT THE OPERATOR’S APPROVAL
The following dangerous goods are permitted on aeroplanes as baggage without the approval
of the Company
Alcoholic Beverages
Not exceeding 70% alcohol by volume, when in retail packages of less than 5 litres, with a
maximum per person of 5 litres (alcoholic beverages with less than 24% alcohol by volume are
not subject to any restrictions.)
Non-radioactive Medicinal or Toilet Articles
This includes aerosols, hair sprays, perfumes, medicines containing alcohol; and, in checked
baggage only, aerosols which are non-flammable, non-toxic and without subsidiary risk, when
for sporting or home use. The net quantity of each single article must not exceed 0.5 later or
0.5 kg and the total net quantity of all articles must not exceed 2 litres or 2 kg.
Small Carbon Dioxide Gas Cylinders
Such as those worn for the operation of mechanical limbs and spare cylinders of similar size if
required to ensure an adequate supply for the duration of the journey.
Radioisotopic Cardiac Pacemakers
Or other devices (including those powered by lithium batteries) implanted in a person, or
radio-pharmaceuticals contained within the body of a person as a result of medical treatment.
A Small Medical or Clinical Thermometer Containing Mercury
For the person’s own use, when in its protective case.
Safety Matches or a Lighter
These must be for the person’s own use and when carried on him. ‘Strike anywhere’ matches,
lighters containing unabsorbed liquid fuel (other than liquefied gas), lighter fuel and lighter refills
are not permitted.
A Hydrocarbon Gas Powered Hair Curler
Providing the safety cover is securely fitted over the heating element, gas refills are not
permitted.
Small Gaseous Oxygen or Air Cylinders for Medical Use
When carriage is allowed by the Company.
Small Carbon Dioxide Cylinder Fitted Into a Self-Inflated Life Jacket
When carriage is allowed by the Company, not more than two small carbon dioxide cylinders
fitted into a self-inflating life-jacket and not more than two spare cylinders.

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9.1.3.7 SUMMARY OF PROVISIONS FOR DANGEROUS GOODS CARRIED BY

PASSENGERS OR CREW (IATA Dangerous Goods Regulations)
Dangerous goods must not be carried in or as passengers or crew checked or carry-on baggage, except
as otherwise provided below.
Security-type attaché cases incorporating dangerous goods, such as lithium batteries or pyrotechnic
devices, are totally forbidden.
Disabling devices such as mace, pepper spray, etc containing an irritant or incapacitating substance are
prohibited on the person, in checked and carry-on baggage.
Permitted in or as carry-on baggage.

Permitted in or as checked baggage.
Permitted on one’s person.
The approval of the operator(s) is required.
The pilot-in-command must be informed of the location.
YES YES - NO NO Alcoholic beverages when in retail packaging containing more
than 24% but not more than 70% alcohol by volume, in receptacles
not exceeding 5L, with a total net quantity per person of 5L.
YES YES YES NO NO Non-radioactive medicinal or toilet articles (including aerosols)
when the total net quantity of all such articles carried by each
passenger or crew member does not exceed 2kg (4.4lb) or 2L
(2qt), and the net quantity of each single article does not exceed
0.5kb or 0.5L (1.1lb or 1pt). “Medicinal or toilet articles” include
such items as hair sprays, perfumes, colognes and medicines
containing alcohol.
YES YES NO NO NO Hair curlers containing hydrocarbon gas, no more than one per
passenger or crew member, provided that the safety cover is
securely fitted over the heating element. These hair curlers must
not be used on board the aeroplane at any time. Gas refills for
such curlers are not permitted in checked or carry-on baggage.
YES YES - YES NO Carbon dioxide, solid (dry ice) in quantities not exceeding 2kg
(4.4lb) per passenger when used to pack perishables not subject to
these Regulations in carry-on baggage, provided the package
permits the release of carbon dioxide gas. Operator approval
required for checked baggage only.
NO NO YES NO NO Safety matches or a lighter with fuel/fluid fully absorbed in a solid
intended for use by an individual. However, lighters with a
flammable liquid reservoir containing unabsorbed liquid fuel (other
than liquefied gas), lighter fuel and lighter refills are not permitted
on one’s person or in checked or carry-on baggage.
YES YES YES NO NO Small carbon dioxide gas cylinders worn by passengers for the
operation of mechanical limbs. Also spare cylinders of a similar
size if required to ensure an adequate supply for the duration of the
journey.
NO NO YES NO NO Radio isotopic cardiac pacemakers or other devices, includin g
those powered by lithium batteries, implanted into a person, or
radio-pharmaceuticals contained within the body of a person as the
result of medical treatment.
YES YES - YES NO Small gaseous oxygen or air cylinders required for medical use.

9 - 11
Dangerous goods must not be carried in or as passengers or crew checked or carry-on baggage, except
as otherwise provided below.
Security-type attaché cases incorporating dangerous goods, such as lithium batteries or pyrotechnic
devices, are totally forbidden.
Disabling devices such as mace, pepper spray, etc containing an irritant or incapacitating substance are
prohibited on the person, in checked and carry-on baggage.
Permitted in or as carry-on baggage.

Permitted in or as checked baggage.
Permitted on one’s person.
The approval of the operator(s) is required.
The pilot-in-command must be informed of the location.
NO YES NO YES NO Securely boxed, ammunition (cartridges for weapons) for
sporting purposes (in Division 1.4S), in quantities not exceeding
5kg (11lb) gross weight per passenger for that person’s own use,
excluding ammunition with explosive or incendiary projectiles.
Allowances for more than one passenger must not be combined
into one or more packages.
NO YES - YES NO Wheelchairs or other battery-powered mobility devices with
non-spillable batteries, provided that the battery is disconnected,
the battery terminals are insulated to prevent accidental short
circuits and the battery is securely attached to the wheelchair or
mobility device.
NO YES - YES YES Wheelchairs or mobility devices with spillable batteries.
YES NO - YES YES A mercurial barometer or thermometer carried by a
representative of a government weather bureau or similar official
agency.
YES YES YES YES NO Two small carbon dioxide cylinders fitted into a self-inflating life
jacket plus two spare cartridges.
YES NO NO YES NO Heat producing articles such as underwater torches (diving
lamps) and soldering irons.
YES YES YES NO NO Small medical or clinical thermometer that contains mercury, for
personal use, when in its protective case.
YES YES NO YES NO Insulated packaging containing refrigerated liquid nitrogen
fully absorbed in a porous material and intended for transport, at
low temperature, of non-dangerous products are not subject to
these Regulations provided the design of the insulated packaging
would not allow the build-up of pressure within the container and
would not permit the release of any refrigerated liquid nitrogen
irrespective of the orientation of the insulated packaging.

9 - 12
9.1.4 ARTICLES AND SUBSTANCES INTENDED AS REPLACEMENTS

This applies only to those items described previously in the “Required Dangerous Goods”
paragraph (OM A, GB 9.1.3.1). The replacements must be carried in accordance with the
Technical Instructions.
In addition, oxygen generators, containing one or more chemicals which when activated
produce heat to generate oxygen by chemical reaction, are not permitted on passenger
aeroplane.
9.1.5 “STATES CONCERNED” REQUIREMENTS

In addition to the approval referred to in the “Policy on the Transport of Dangerous Goods”
chapter preceding, an exemption is required from all the States concerned when the Technical
Instructions indicate that the dangerous goods are forbidden for transport in normal
circumstances; and an approval is required from the State of origin when the Technical
Instructions indicate they may only be transported with such an approval.
The “States concerned” are those of origin, transit, overflight and destination of the
consignment and that of the Company, and the “State of Origin” is the State where the
dangerous goods were first loaded on an aeroplane.
Dangerous goods carried in accordance with an exemption or approval issued from a State
must comply with the conditions on the exemption or approval, as well as those on the
permanent approval unless these have been varied by the exemption or further approval.
9.1.6 FORBIDDEN DANGEROUS GOODS

The Technical Instructions identify some Dangerous Goods as being forbidden for transport
under any circumstances and all reasonable measures must be taken to ensure these are not
carried.
The following goods are strictly forbidden for air transport by passengers and/or crew:
 Special transport cases, often attaché, incorporating forbidden dangerous goods.
Security-type attaché cases incorporating dangerous goods, such as lithium batteries
and/or pyrotechnic material are forbidden.
 Disabling Devices. Disabling devices such as tear gas/nerve gas, pepper spray, etc.
containing an irritant or incapacitating substance is prohibited on the person, in checked
baggage and carry-on baggage.

9 - 13
9.1.7 CLASSIFICATION OF DANGEROUS GOODS

Dangerous goods are classified by the type of hazard as follows:
 CLASS 1 - EXPLOSIVES
Division 1.1 – Articles and substances that have a mass explosion hazard.
Division 1.2 – Articles and substances having a projection hazard but not a mass
explosion hazard.
Division 1.3 – Articles and substances that have a fire hazard and in addition either a
minor blast hazard or a minor projection hazard or both, but no mass
explosion hazard. These articles can give rise to considerable radiant
heat.
Division 1.4 – Articles and substances that present no significant hazard, i.e. they
present only a minor hazard in the event of ignition and the effects are
largely confined to the package.
Division 1.5 – Very insensitive substances, that are so insensitive that there is very
little probability of initiation.
Division 1.6 – Extremely insensitive articles that do not have a mass explosion hazard.
Articles concerned demonstrate a negligible probability of accidental
initiation.
In addition compatibility groups have been defined and are indicated with a letter as A,
B, C, etc. See for specifics and further details the IATA and ICAO documentation.
 CLASS 2 - GASES
This class comprises; articles charged with compressed gases as for example
“Aerosols”, liquefied gases, gases in solution, mixture of gases, etc.
Division 2.1 – Flammable gases.
Division 2.2 – Non-flammable, non-toxic gases.
Division 2.3 – Toxic gases (i.e. gases that are known to be so toxic that they pose a
health hazard)
Mixture of gases classification:
 For the class and division classification the following principal is used:
 Division 2.3 takes precedence over all other gas divisions.
 Division 2.1 takes precedence over division 2.2.
 CLASS 3 – FLAMMABLE LIQUIDS

This class has no subdivision. It comprises liquids or mixtures of liquids that give off a
flammable vapour at temperatures of not more than 60.5 degrees Celsius.

9 - 14
 CLASS 4 – FLAMMABLE OTHER THAN LIQUIDS
Division 4.1 – Flammable solids, these are solids that are readily combustible or may
cause fire through friction.
Division 4.2 – Substances liable to spontaneous combustion, these include
substances that may ignite within 5 minutes after coming in contact with
air.
Division 4.3 – Substances which, in contact with water emit flammable gases and are
liable to become spontaneously flammable.
 CLASS 5 – OXIDISING SUBSTANCES AND ORGANIC PEROXIDES

Division 5.1 – Oxidising substances, these are articles that may cause combustion of
other material by yielding oxygen.
Division 5.2 – Organic peroxides, these are substances that are thermally unstable
and may undergo self-accelerating decomposition. They have one or
more of the following properties:
 Burn rapidly.
 React dangerously with other substances.
 Cause damage to eyes.
 Be liable to explosive decomposition.
 Be sensitive to impact or friction.
 CLASS 6 – POISONOUS (TOXIC) AND INFECTIOUS SUBSTANCES
Division 6.1 – Toxic substances; substances that are liable to cause death or injury or
harm human health if swallowed / inhaled / contacted.
Division 6.2 – Infectious substances; substances known to contain micro- organisms
(bacteria, viruses, parasites, etc.) that are known to cause infectious
diseases in human or animals.
 CLASS 7 – RADIOACTIVE MATERIALS
No subdivision exists.
 CLASS 8 – CORROSIVE MATERIALS
Corrosive materials are substances that can cause sever damage by chemical reaction
when in contact with living tissue (as skin) or can materially damage other freight or the
means of transport (be it pallet or aeroplane).
No further subdivision exists.
 CLASS 9 – MISCELLANEOUS DANGEROUS GOODS

No subdivision exists. The articles of class 9 are substances that may present a danger
during air transport but are not covered by any of the other previous classes. Among
these are the magnetised materials.

9 - 15
9.1.8 LABELS AND PACKAGING
9.1.8.1 GENERAL
Packages containing Dangerous Goods can be identified by labels; when these labels or similar
ones are seen on packages not identified as containing Dangerous Goods it is often an
indication that they do contain such goods. The labels indicate the hazard of the goods by their
class or division.
The labelling and packaging rules / instructions for dangerous goods transportation in
passenger or cargo aeroplanes specified in the IATA “dangerous goods regulations” shall be
applied.
Although under the responsibility of the “shipper”, the labels and the packages shall always be
checked by a competent person of the carrier/operator. In case of incorrect or defective label
and/or packaging the dangerous goods shall not be loaded aboard an aeroplane.
Packages for dangerous goods have been di vided among three packing groups, this according
to the degree of the danger the transported goods present:
 Packing group I - Great danger.
 Packing group II - Medium danger.
 Packing group III - Minor danger.
Packaging shall be as such that they are adapted to the extreme temperature differences and
the pressure differences that may occur during flight / handling of the aeroplane.
The temperatures, which may be encountered, are in the order of -40O Celsius and 60O Celsius.
Since packages may be filled at low temperatures and then exposed in tropical areas during
loading or vice-versa the difference in temperature may tend to cause discharge of contents,
leaks, etc.
Similar for the pressure, due to difference in altitude and cabin pressure, difference in pressure
of up to 800 hPa may occur in extreme cases (depressurisation).

9 - 16
9.1.8.2 LABELLING – DETAILED DESCRIPTION

 CLASS 1 – EXPLOSIVES
 Explosive articles and substances are assigned to one of six divisions and to one of
thirteen compatibility groups.
 Divisions: 1.1 / 1.2 / 1.3 / 1.4 / 1.5 / 1.6
 Compatibility groups: A/ B/ C/ D/ E/ F/ G/ H/J/ K/ L/N/ S
 Most of the explosives normally are forbidden for carriage by air.
 Only those explosives listed below are permitted for transportation on civil aeroplanes:
Passenger Aeroplane
1 .4S RXS
(PAX OK)
Division 1.3:
Articles and substances presenting a fire hazard and either a minor blast hazard or minor
projection hazard or both, but not a mass explosion hazard. This division comprises articles and
substances that:
 Give rise to considerable radiant heat, or
 Burn one after another, producing minor blast and/or projection effects.
Division 1.4:
Articles and substances presenting no significant hazard (only a small hazard) for ignition or
initiation during transport. The effects are largely confined to the package and no projection of
fragments of appreciable size or range is to be expected. An external fire must not cause
practically instantaneous explosion of virtually the entire contents of the package.
Examples: Igniters, fireworks, fuses, ammunition.

9 - 17
 CLASS 2 – GASES
This class comprises compressed gases, liquefied gases, gases in solution, refrigerated
liquefied gases, mixtures of gases, and mixtures of one or more gases with one or more
vapours of substances of other classes, articles charged with a gas, tellurium hexafluoride, and
aerosols.
A gas is a substance which:
 At 50°C (122°F) has a vapour pressure greater than 300 kPA (3.0 bar, 43.5 Ib/in2; or
 Is completely gaseous at 20°C (68°F) at a standard pressure of 101.3 kPa (1.01 bar,
14.7 Ib/in2).
Divisions:
2.1 Flammable Gas (RFG):
Examples: Butane, hairspray, lighters.
2.2 Non-Flammable:
Non-Toxic Gas (RNG):

Examples: Compressed air, fire extinguishers.
Deeply refrigerated gas (RCL):

Examples: Liquefied nitrogen.
2.3 Toxic gas (RPG):
Normally forbidden
on passenger aeroplane
Examples: chlorine, carbon monoxide.

9 - 18
 CLASS 3 – FLAMMABLE LIQUIDS (RFL)
Liquids or mixtures of liquids or liquids containing

solids in solution or in suspension with a flash point:
 Not greater than 60.5°C (141°F) (according to
closed-cup test), or
 Not greater than 65.6°C (150°F) (according to
open-cup test).
Flash point: Lowest temperature at which enough

flammable vapour is emitted by a liquid to be ignited in
air when exposed to a source of ignition.
Examples: Paint, adhesives, alcohol, kerosene.
 CLASS 4.1 – FLAMMABLE OTHER THANK LIQUIDS (RFS)
Solids, which are readily combustible or may cause or

contribute to fire th rough friction; self-reactive and
related substances which are liable to undergo a
strongly exothermic reaction; desensitised explosives
which may explode if not diluted.
Examples: Matches, magnesium, sulphur.
 CLASS 4.2 – SUBSTANCES LIABLE TO SPONTANEOUS COMBUSTION (RSC)
Substances, which are liable to spontaneous heating

under normal conditions encountered in transport, or
to heating up in contact with air, and being liable to
catch fire.
Examples: Phosphorus (yellow).

9 - 19
 CLASS 4.3 – SUBSTANCES WHICH, IN CONTACT WITH WATER EMIT FLAMMABLE

GASES (RFW)
Substances, which, by interaction with water, are liable

to become spontaneously flammable or to give off
flammable gases in dangerous quantities.
Examples: Potassium, sodium, lithium.
 CLASS 5.1 – OXIDISING SUBSTANCES (ROX)
Substances, which in themselves are not necessarily

combustible, but may generally cause or contribute to
the combustion of other material by yielding oxygen.
Examples: Bleaching powder, potassium

permanganate
 CLASS 5.2 – OXIDISING PEROXIDES (ROP)
Organic substances, which contain the bivalent

structure -0-0- and may be considered derivatives of
hydrogen peroxide in which one or both of the
hydrogen atoms have been replaced by organic
radicals.
Organic peroxides are thermally unstable substances,
which may undergo exothermic, self-accelerating
decomposition.
In addition, they have one or more of the following
properties:
 Liable to explosive decomposition -burn
rapidly,
 Sensitive to impact or friction,
 React dangerously with other substances,
 Cause damage to the eyes.
Examples: Methyl, ethyl, ketone, peroxide

9 - 20
 CLASS 6.1 – POISONOUS (TOXIC) SUBSTANCES (RPB)
Substances on Packing Group I and II

Substances, which are liable to cause death or injury, or
may harm human health if swallowed, inhaled or
contacted by the skin.
Examples: Pesticides, arsenic, chloroform, cyanides.
 CLASS 6.2 – INFECTIOUS SUBSTANCES (RIS)
Substances containing viable micro-organisms including

a bacterium, virus, etc., which are known to or believed
to cause disease to animals or humans.

9 - 21
 CLASS 7 – RADIOACTIVE MATERIAL (RRW / RRY)
Substances which emit certain types of radiation:

They are harmful to health and certain material (e.g.,
data storage media) and cannot be detected by human
senses.
Protective factors:
Shielding material, keep your distance, time limitation
Examples: Cobalt, iodine, caesium, radium
Packages must be assigned to one of three

categories:
Category I (RRW) 0 T.I.
Category ll (RRY) 0.1-1.0 T.I.
Category III (RRY) 1.1-10 T.I.
The Transport Index (T.I.) indicates the radiation level of
the package at 1-meter-distance:
1 T.I. = 0.01 mSv/h
Codes for package heights:

H1: height up to 50 cm
H2: height more than 50 cm up to 100 cm
H3: height more than 100 cm up to 150 cm
Loading on aeroplane depends on transport index,

package/loading height and position in aeroplane
(for more details see applicable loading charts).

9 - 22
 CLASS 8 – CORROSIVE MATERIAL (RCM)
Substances which, in the event of leakage, can cause

severe damage by chemical action when in contact with
living tissue or other material (e.g., aluminium).
Examples: Batteries, mercury, sulphuric acid
 CLASS 9 – MISCELLANEOUS DANGEROUS GOODS (RMD)
Substances, which could not be classified under the eight

other classes but which present a danger during
transport.
Examples: Asbestos; Carbon dioxide, solid (dry ice);
Consumer commodity; Chemical and first aid kits;
Environmenta lly hazardous substance; Life-saving
appliances; Engines, internal combustion; Vehicles
(flammable gas powered, vehicles (flammable liquid
powered); Polymeric beads; Battery-powered equipment
or vehicles; Zinc dithionite; Genetic modified organisms
and micro-organisms which are not infectious substances
but which are capable of altering animals, plants or
microbiological substances in a way which is not
normally the result of natural reproduction.
Included in this class are:

a) Other regulated substances
A liquid or solid substance, which has anaesthetic, noxious or other similar properties
which could cause extreme annoyance or discomfort to passengers and/or flight
crewmembers.
b) Polystyrene (polymeric) beads or granules (RSB)
Expandable, impregnated with flammable gas. Not more than 100 kg of RSB may be
loaded in each inaccessible hold or in any inaccessible ULD on the main deck.
c) Magnetised material (MAG)
Does not affect humans directly, but can

influence the compass or other material (e.g.,
undeveloped films).

9 - 23
9.2 GUIDANCE ON THE REQUIREMENTS FOR ACCEPTANCE,

HANDLING AND STOWAGE
9.2.1 GENERAL
In practice a ground handling agent may carry out some or all of the procedures for processing
Dangerous Goods for air transport and nothing herein is intended to prevent this. A ground
handling agent must be provided with sufficient information to enable these procedures to be
performed.
9.2.2 ACCEPTANCE FOR CARRIAGE CHECK REQUIRED (EU-OPS 1.1195)

Before Dangerous Goods are accepted for air transport an acceptance check must be carried
out using a dedicated check list, to ensure as far as is possible that packages, overpacks and
freight containers are not damaged or leaking, they are correctly marked and labelled and
Dangerous Goods transport documents have been completed correctly, as required by the
9.2.3 INSPECTION OF DANGEROUS GOODS BEFORE AND AFTER LOADING

(EU-OPS 1.1210)
Before Dangerous Goods are loaded on an aeroplane and after unloading from an aeroplane,
packages, overpacks and freight containers must be inspected for evidence of damage or
leakage, as required by the Technical Instructions. Leaking or damaged packages, overpacks
or freight containers must not be loaded onto an aeroplane. If there is evidence of damage or
leakage or contamination, the procedures set down in the Technical Instructions must be
followed.
9.2.4 CARRIAGE OF DANGEROUS GOODS IN PASSENGER OR FLIGHT

COMPARTMENT
Dangerous Goods must not be carried in the cabin of an aeroplane occupied by passengers or
on the flight deck, except as provided for in the Technical Instructions.
9.2.5 DANGEROUS GOODS AUTHORISED FOR CARRIAGE

ON “CARGO ONLY” AEROPLANES
Dangerous goods identified as suitable for transport only on a cargo aeroplane must not be
carried on an aeroplane on which passengers are being carried. In this context ‘passenger’
excludes a crew member, a Company employee as described in the “Instructions on the
Carriage of Employees of the Company” chapter following, an authorised representative of an
Authority or a person with duties in respect of a particular shipment of dangerous goods or
other cargo on board.
9.2.6 STOWAGE OF DANGEROUS GOODS

Dangerous Goods must be loaded segregated, stowed and secured on an aeroplane as
required by the Technical Instructions. This includes segregating packages from each other
when they contain incompatible Dangerous Goods, securing packages to ensure their
orientation or position does not change to the extent that they may be damaged or affect
passengers and, on a cargo aeroplane, loading certain packages so they are accessible in
flight.

9 - 24
9.2.7 REQUIREMENT TO INFORM THE COMMANDER BEFORE FLIGHT (EU-OPS 1.1215)

The Commander of the aeroplane on which Dangerous Goods are to be carried must be
informed before the flight of those Dangerous Goods, as provided for in the Technical
instructions.
 THIS INFORMATION MUST BE ON A DEDICATED FORM AND INCLUDE:
 The proper shipping name and UN/ID number (when assigned).

The class or division, any identified subsidiary risks and, for explosives, the
Compatibility Group.
 The packing group (when assigned).
 The number of packages, net quantity or gross mass per package.
 Loading location.
 Confirmation there is no evidence of damaged or leaking packages.
 PERSON TO CONTACT FOR INFORMATION OR ADVICE OF CONCERNS

Should Handling Agents or Employees require any advice or suspect any breaches of
the regulations they should contact the Aerodrome Operations Manager who is
responsible for informing the Civil Aviation Authority of the State.

9 - 25
9.3 PROCEDURES FOR RESPONDING TO EMERGENCY SITUATIONS

(EU-OPS 1.1225)
If an in-flight emergency occurs and the situation permits, the Commander must inform the
appropriate Air Traffic Services Unit of any Dangerous Goods on board the aeroplane. This
information should include the proper shipping name, and/or UN/ID numbers, the class/division
and identified subsidiary risks, the compatibility group for explosives, the quantity and the
location on board (see the “Handling of Accidents, Incidents and Occurrences” – Chapter 11).
For those Dangerous Goods for which a Dangerous Goods transport document is required, the
Commander of an aeroplane carrying such goods must be provided with information which can
be used on board to assist in planning the response to an emergency arising in-flight involving
the Dangerous Goods. This information can be provided by the ‘Emergency Response
Guidance for Aeroplane Incidents Involving Dangerous Goods’ (Doc 9481), which is published
by the International Civil Aviation Organisation (ICAO) or by another document giving similar
information.
AEROPLANE EMERGENCY RESPONSE DRILLS
1. Complete Appropriate Aeroplane Emergency Procedures.
2. Consider Landing As Soon As Practicable.
3. Use Drill From The Chart Below.
AEROPLANE EMERGENCY RESPONSE DRILL CHART AND EMERGENCY RESPONSE

DRILL CODES
Refer to table on next page.

9 - 26

9 - 27
9.4 DUTIES OF ALL PERSONNEL INVOLVED
9.4.1 GENERAL
The duties of all personnel involved with Dangerous Goods are to ensure that:
 Dangerous Goods are correctly identified.
 The provisions concerning passengers and Dangerous Goods are complied with.
 All necessary approvals are held.
 Acceptance procedures for Dangerous Goods are carried out as required by the
 Inspection procedures during the processing of Dangerous Goods for transport are
carried out as required by the Technical Instructions.
 Action is taken if packages of Dangerous Goods are found damaged or leaking during
processing for transport.
 Dangerous Goods are loaded, segregated, stowed and secured on an aeroplane in
accordance with the Technical Instructions.
 Written information is provided to the Commander of an aeroplane about Dangerous
Goods loaded on board.
 If an in-flight emergency occurs and the situation permits, information is passed to the
appropriate Air Traffic Services Unit.
 If there is an aeroplane incident or accident, information is passed to the State where
the incident or accident occurred, as required by the Technical Instructions (see
“Handling of Accidents, Incidents and Occurrences” – Chapter 11).
 If there is a Dangerous Goods incident or accident a report is made to the appropriate
Authority (see “Handling of Accidents, Incidents and Occurrences” chapter, “Incident
Investigation” paragraph).
Note: Depending on the responsibilities of an individual, not all duties are applicable to all
personnel.
9.4.2 RESPONSIBILITY OF THE SHIPPER AND CARRIER ( EU-OPS 1.1155 / 1.1195)

On legal aspects, the responsibility for the preparation, i.e. the packaging, labelling, marking
and documenting of dangerous goods lies with the shipper.
The carrier (air operator) is responsible for the acceptance, loading and the actual transport of
the dangerous goods.
 For an Operator to be allowed to transport dangerous goods by air, the carrier shall:
 Obtain a transport of dangerous goods approval from the national airworthiness
authorities.
 Ensure that handling personnel involved is thoroughly familiar with dangerous goods
handling.
 Ensure that handling personnel perform an external visual inspection to ensure that the
contents of the dangerous goods package(s) is (are) acceptable for the transport by air.

9 - 28
 Ensure that the physical handling requirements, as e.g. marking, of the dangerous
goods - as required by the contents - are complied with.
 Ensure that all loading requirements and restrictions are complied with and
communicated to the responsible personnel with the operation of the aeroplane.
 Ensure that the presence of the dangerous goods is communicated properly to the flight
crew as per the requirements via the NOTOC.
The carrier and shipper shall pay extra attention to hidden dangerous goods which may not be
obvious to people and which may be inadvertently packed as normal baggage or proposed as
usual freight. Typical examples are:
 Camping gear, this may contain flammable gas.
 Diving equipment, this may contain high intensity lamps that can generate extreme high
heat when inadvertently switched on.
 Expeditionary/hiking equipment, this may be explosives as “flares” or flammable liquids.
 Frozen fruits, this may be packed in solid carbon dioxide (“dry ice”) for cooling.
 Normal household goods, this may contain special paints that are regarded as
dangerous goods.
 Pharmaceuticals, several pharmaceuticals contain chemicals that are dangerous
goods.
 Repair kits; these most often contain peroxides, solvents, adhesives, etc.)
 Vaccines, these may be packed in solid carbon dioxide (“dry ice”) for cooling.

9 - 29
9.5 INSTRUCTIONS ON THE CARRIAGE OF EMPLOYEES

OF THE OPERATOR
There is no restriction of the carriage of employees on an aeroplane carrying Dangerous Goods

which are permitted on a passenger aeroplane, providing the requirements of the Technical
Instructions are complied with.
When an aeroplane is carrying Dangerous Goods which can only be carried on a cargo
aeroplane, employees of the Company can also be carried provided they are in an official
capacity. It is intended this be interpreted as meaning they have duties concerned with the
preparation or undertaking of a flight or on the ground once the aeroplane has landed, although
not necessarily in connection with an aeroplane.

9 - 30
9.6 CONDITIONS UNDER WHICH WEAPONS, MUNITIONS OF WAR AND

SPORTING WEAPONS MAY BE CARRIED (EU-OPS 1.065 / 1.070)
9.6.1 WEAPONS AND MUNITIONS OF WAR

Weapons of war and munitions of war can only be carried provided an approval to do so has
been granted by all the State s concerned before a flight. They must be carried in the aeroplane
in a place which is inaccessible to passengers during flight and, in the case of firearms,
unloaded, except as when approved by all applicable States as specified below.
In exceptional circ umstances weapons of war and munitions of war may be carried other than in
an inaccessible place on the aeroplane and may be loaded, provided an approval to do so has
been granted by all the States concerned before a flight. These exceptional circumstances are
intended primarily to permit the carriage of law enforcement officers, protection officers, etc.
The Commander must be notified before a flight if weapons of war or munitions of war are to be
carried on the aeroplane.
9.6.2 SPORTING WEAPONS

Sporting weapons and ammunition for such weapons may be carried without an approval from
an Authority, provided they are stowed in a place on the aeroplane which is inaccessible to
passengers during flight and, in the case of firearms or other weapons that can contain
ammunition, unloaded. All reasonable measures must be taken to ensure the Company is
made aware of the intended carriage of sporting weapons and ammunition.
With the agreement of the DCA sporting weapons and ammunition may be carried other than in
an inaccessible location on an aeroplane if it has been accepted that it is impracticable so to do,
subject to any conditions stipulated by the DCA.
Ammunition for sporting weapons is subject to the conditions set out in “Passenger / Crew
Dangerous Goods that are Allowed with Operator Approval as Checked Baggage only (in the
cargo compartments)” section (OM A, GB 9.1.3.4).

9 - 31
9.7 TRAINING (EU-OPS 1.1220)
All employees should undergo familiarisation training which must be aimed at providing
familiarity with the general provisions.
Detailed specific function training must be provided for employees who have specific
responsibilities.
Recurrent training must take place at intervals of not longer than two years to ensure
knowledge is current. All staff who receive training must undertake a test to verify
understanding of their responsibilities.
The minimum requirements for training courses are shown in the following table:
KEY FOR CATEGORIES OF PERSONNEL

1. Shippers and Shippers’ Agents.
2. Packers.
3. Cargo acceptance personnel of Operators and Agencies acting on behalf of Operators.
4. Employees of Operators and Agencies acting on behalf of Operators engaged in the
ground handling, storage and loading of cargo and baggage.
5. Passenger handling and security people who deal with the screening of passengers
and their baggage.
6. Employees of Agencies other than Operators involved in processing cargo.
7. Flight Crew members.
8. Crew members (other than Flight Crew).

9 - 32
MINIMUM REQUIREMENT FOR TRAINING CURRICULA
ASPECTS OF TRANSPORT OF
DANGEROUS GOODS BY AIR WITH CATEGORY OF PERSONNEL
WHICH THEY SHOULD BE FAMILIAR, (See keys on previous page)
AS A MINIMUM
1 2 3 4 5 6 7 8
GENERAL PHILOSOPHY X X X X X X X x
LIMITATIONS X X X X X X
GENERAL REQUIREMENTS FOR
SHIPPERS X X X
CLASSIFICATION X X X X
LIST OF DANGEROUS GOODS X X X X X
GENERAL PACKING REQUIREMENTS X X X X
PACKING INSTRUCTIONS X X X X
LABELLING AND MARKING X X X X X X X X
SHIPPER’S DECLARATION AND OTHER

X X X
RELEVANT DOCUMENTATION
ACCEPTANCE PROCEDURES X
STORAGE AND LOADING PROCEDURES X X X

PILOTS’ NOTIFICATIONS X X X
PROVISIONS FOR PASSENGERS AND

X X X X
CREW
EMERGENCY PROCEDURES X X X X

SECURITY GB (OM A)
10 - 1
TABLE OF CONTENTS
10.1 SECURITY INSTRUCTIONS AND GUIDANCE................................ .......................... 3

10.1.1 INDIVIDUAL RESPONSIBILITY ................................ .................................... 3
10.1.2 AIM ................................ ................................ ................................ ............. 3
10.1.3 ORGANISATION................................ ................................ .......................... 3
10.1.4 IDENTIFICATION CARDS ................................................................ ............ 3
10.1.5 CREW BAGGAGE SECURITY ................................ ................................ ...... 4
10.1.6 REPORTING................................................................ ................................ 4
10.2 BOMB THREATS ................................ ................................ .................................... 5
10.2.1 GENERAL ................................ ................................ ................................ ... 5
10.2.2 ACTION ON RECEIPT OF WARNING................................ ........................... 5
10.2.3 ASSESSMENT OF WARNING................................ ................................ ...... 5
10.2.4 WARNING RECEIVED ON STAND ................................ ............................... 6
10.2.5 WARNING RECEIVED ON TAXIING OR IN FLIGHT ................................ ...... 7
10.2.6 LOCATING THE EXPLOSIVE DEVICE IN FLIGHT......................................... 8
10.2.7 IN-FLIGHT SEARCH FOR EXPLOSIVE DEVICE ................................ ........... 8
10.2.8 EXPLOSIVE DEVICE ................................ .................................................. 12
10.3 HI-JACKING ................................ ................................................................ ........... 17
10.3.1 GENERAL ................................ ................................ ................................ ..17
10.3.2 HI-JACKING PRINCIPLES ................................................................ ........... 17
10.3.3 CREW PRIORITIES ................................ ................................ ....................18
10.3.4 CARE OF PASSENGERS................................ ................................ ............20
10.3.5 HIJACKER PROFILES ................................................................ ................ 20
10.4 UNRULY AND DISRUPTIVE PASSENGERS ................................ ...........................22
10.4.1 GENERAL POLICY ................................................................ ..................... 22
10.4.2 FLIGHT SAFETY AND SECURITY................................ ............................... 22
10.4.3 AUTHORITY OF THE COMMANDER................................ ...........................23
10.4.4 DRUNKENNESS ................................ ................................ .........................23
10.4.5 SMOKING................................ ................................ ................................... 24
10.4.6 PASSENGERS SIT-INS AND REFUSAL TO LEAVE THE AEROPLANE ........ 25
10.4.7 POWER TO RESTRAIN ................................ ................................ .............. 25
10.4.8 PERMANENT RESTRAINT DEVICES ................................ .......................... 25
10.4.9 PROCEDURE PRIOR TO RESTRAINT ................................ ........................ 26
10.4.10 PROCEDURE PRIOR TO LANDING................................ .......................... 26
10.4.11 PROCEDURE ON LANDING................................ ................................ .....26
10.4.12 INCIDENT REPORTS……………………………………………………………...27
10.4.13 THE DECISION TO PROSECUTE................................ ............................. 27
10.4.14 GIVING EVIDENCE IN COURT ................................................................ .27
10.4.15 COMPENSATION…………………………………………………………………..27

GB (OM A) SECURITY
10 - 2
10.5 PREVENTATIVE SECURITY MEASURES ................................ .............................. 28

10.5.1 TRAINING................................................................ ................................ .. 28
10.5.2 AEROPLANE SECURITY ON GROUND ................................ ...................... 28
10.5.3 FLIGHT DECK SECURITY................................ ................................ .......... 32
10.5.4 HOLD AND CABIN BAGGAGE SECURITY ................................ .................. 33
10.6 CARRIAGE OF FIREARMS ................................ ................................ .................... 35

SECURITY GB (OM A)
10 - 3
10. SECURITY
10.1 SECURITY INSTRUCTIONS AND GUIDANCE (EU-OPS 1.1235)

Note: Parts of the security instructions and guidance may be kept confidential.
It is the Company requirement that all personnel are familiar with and comply with the
requirements of the Security Programmes of the Department of Civil Aviation of Cyprus and the
States where Eurocypria Airlines operates. All flight crew and cabin crew are required to
undergo security training.
The Company’s Quality and Security Manager has overall responsibility for matters affecting
security and reports directly to the Operations Manager. The Quality and Security Manager is
responsible for the establishment and maintenance of security policy and procedures within the
Company and for ensuring that all relevant security matters are brought to the attention of all
Operations personnel.
The Operations Control Duty Officer is responsible for informing the Quality and Security
Manager of any security related matter. In addition the Operations Control Duty Officer is
responsible for ensuring that aeroplane Commanders are at all times kept fully informed of any
security related matters related to that Aeroplane Commander’s current operation and/or duties.
10.1.1 INDIVIDUAL RESPONSIBILITY

Security is best served by a high level of personal awareness and responsibility with all
personnel remaining vigilant at all times.
10.1.2 AIM
The aim of Aviation Security is to safeguard passengers, crew, ground personnel and the
general public from acts of unlawful interference with civil aviation in flight or on the ground.
10.1.3 ORGANISATION
The Cyprus Department of Civil Aviation is responsible for the development and implementation
of the country’s National Security Programmes. The Quality and Security Manager is the
Company liaison person with the Cyprus DCA on security matters.
All information provided by outside agencies is evaluated by Eurocypria’s Quality and Security
Manager and disseminated to other Company Departments and flight crews where applicable.
Pilots and cabin crew having any security concerns should in the first instance report to the
Company’s Quality and Security Manager.
10.1.4 IDENTIFICATION CARDS

Crewmembers will be issued with Identification Cards (Security Pass) for Larnaca aerodrome
and with a Company Identity Card.
The identification card (ID) is to be worn in a visible position at all times when on duty or when
entering areas requiring the wearing of ID card. For flight safety reasons an ID worn on a neck
chain should be removed when on board the aeroplane.

GB (OM A) SECURITY
10 - 4
A lost pass should be reported immediately to the Personnel and Administration Department
who will advise the issuing authority. At no time should the pass be lent, disposed of or
transferred to another person. There are severe penalties for the misuse of passes and indeed
it may prevent the person being issued with another pass.
Security and Identity passes must be returned when the employee leaves the Company.
10.1.5 CREW BAGGAGE SECURITY

All crew baggage should normally carry an identification label giving full name and rank of the
crewmember. When crew baggage is placed in the hold, each item must bear the Company
label “CREW”.
Members of the crew are responsible for the security of their personal baggage and must never
leave it unattended once it has been security screened. Where crew baggage is not subject to
screening at an aerodrome, crewmembers must ensure that their baggage has not been
interfered with in any way prior to boarding.
No member of the crew should ever, under any circumstances, accept a package, parcel or
envelope from anybody other than authorised personnel. Any sealed package belonging to a
crewmember shall at all times be carried by the crewmember concerned onto the aeroplane
personally and shall not be entrusted to any other crewmembers.
The individual crewmember is responsible for the handling and security of his personal
baggage. Adherence to the following procedures is required:
 Keep your bags locked when you are not using them.
 Maintain security of your entire carry-on bag.
 Before leaving hotel, make sure all items in your bags belong to you and have not been
tampered with.
 Keep your bags in view at all times in public areas such as lobbies, boarding lounges,
restaurant, restrooms, hotel or terminal buildings.
 Never accept anything for carriage, including letters or envelopes, given by strangers,
fellow employees or acquaintances.
10.1.6 REPORTING
In the event of any unlawful interference on board an aeroplane, the Commander should ensure
that a report of the circumstances is submitted without delay to the designated Local Authority,
to the Quality and Security Manager who will inform the designated Local Authority and to the
Cyprus Department of Civil Aviation.

SECURITY GB (OM A)
10 - 5
10.2 BOMB THREATS
Note: Refer also to Eurocypria’s Emergency Response Manual (ERM).
10.2.1 GENERAL
It is important that all Eurocypria staff develop a "security conscious" approach with respect to
the Company’s aeroplanes and other assets. All flight and cabin crewmembers should be
vigilant in ensuring that unauthorised persons are denied access to the aeroplane and areas
where there is the potential for sabotage or damage.
It is recognised that most threat warnings are usually intended to cause a nuisance. However,
they must never be ignored as they could well precede an actual act of terrorism. Therefore,
each and every bomb warning should be recorded and documented thoroughly and a full
assessment made to determine its significance and the level of risk it represents, so that the
appropriate counter measures may be implemented.
10.2.2 ACTION ON RECEIPT OF WARNING

It is extremely important that the recipient of a threat warning remains calm and obtains as
much information from the caller as possible to help in the assessment process and the
possible identification of the caller.
 THE PERSON RECEIVING THE CALL DIRECTLY SHOULD:

 Make a written note of the actual words used by the caller on a Threat Warning Report
Form.
 Alert a colleague to listen and to try and trace the call.
 Ask the caller:
(iii) WHERE is the device?
(iv) WHEN will it explode?
(v) WHAT does it look like?

(vi) WHY are you doing this?
(vii) WHO are you or WHOM do you represent?
 If possible the credibility of the caller should be tested by making up a non-existent
flight number, flight time or location and asking the caller whether that is the one to
which he or she is referring.
 The information should then be passed on to a Supervisor who will, in turn inform the
Operations Control, the Quality and Security Manager and the local Police.
10.2.3 ASSESSMENT OF WARNING

The Operations Control staff together with the Quality and Security Manager or the Operations
Manager should assess the warning by working methodically through the Threat Warning Risk
Assessment form and should activate the Company Threat Alert Response Team, who will
consult with the Police and the appropriate Aerodrome Authority and Handling Agent in
deciding upon what action must be taken. At all times the existence of the threat warning should
be kept on a “need to know basis”.

GB (OM A) SECURITY
10 - 6
The purpose of the assessment is to determine whether the warning is credible or simply
nuisance, what risks it poses to people, property, operations and the responses required.
After assessment the threat will be defined into one of the following categories:
 CATEGORY RED
A specific warning where the threat clearly identifies a specific target, or where the caller has
positively identified himself or the organisation involved and this can be judged as credible.
This threat is likely to involve a danger to people, property or commercial activities and it
therefore merits counter measures to be put into effect.
 CATEGORY AMBER
A warning that can be related to one or more targets but where there is doubt about the
credibility of the call or a doubt about the effectiveness of the existing counter measures that
could be put into effect.
This threat may involve danger and therefore may require the implementation of counter
measures and increased vigilance.
 CATEGORY GREEN
A threat warning which may not identify a specific target or targets, or which may otherwise lack
credibility.
This category of threat does not justify the implementation of additional precautions and/or
procedures.
REPORTING
If the threat against any aeroplane is assessed as RED or AMBER, the Commander is to be
advised of the seriousness of the threat based on the information available. If the threat is
assessed as RED, the Operations Control Duty Officer is to activate the Company Emergency
Procedure and inform the local Police and local Civil Aviation Authority.
10.2.4 WARNING RECEIVED ON STAND

Summon senior cabin crewmember to the flight deck and advise the nature of the threat against
the aeroplane;
Make the following PA announcement :
"Ladies and gentlemen this is Captain.....speaking. I regret to advise that there will be an
interruption to this flight. We have received a message that a suspect package may have been
loaded on to the aircraft. In the interest of your safety we are going to make a thorough search
of the aircraft. Instead of taking off, we shall taxi the aircraft to a suitable area. The cabin
crewmembers will supervise your disembarkation and accompany you to a safe location.
Arrangements for your comfort while the aircraft is being searched will be advised after
disembarkation";
ACTION ON ASSESSMENT CATEGORY RED
 Disembark all passengers and crew with all hand baggage in controlled circumstances,
giving technical problems as the reason for the evacuation. Escape slides should only
be used in extreme emergencies where the assessed time of detonation will not allow
for a controlled evacuation.

SECURITY GB (OM A)
10 - 7
 Remove passengers to an area separated from other passengers.

 Remove the aeroplane to a remote location and quarantine the aeroplane. If there is
sufficient time before estimated time of explosion carry out a search of theaeroplane.
 Once “ALL CLEAR” has been given by the Police, carry out a full search of the
aeroplane and ensure all baggage is screened again and passengers reconciled to
baggage before any re-embarkation is permitted.
ACTION ON ASSESSMENT CATEGORY AMBER
 Unload all hold baggage and any cargo.
 Disembark passengers in groups with all hand baggage to allow orderly identification of
hold baggage. Any bags not identified should be treated as suspect.
 Remove passengers to an area separated from other passengers.
 Conduct a full search of the aeroplane before re-loading and re-embarking.
10.2.5 WARNING RECEIVED ON TAXIING OR IN FLIGHT

Summon the senior cabin crewmember to the flight deck and advise the nature of the threat
against the aeroplane.
If a decision to return to stand or divert has been taken, make the following PA announcement:
"Ladies and gentlemen this is Captain.....speaking we have been advised by Air Traffic Control
that the safety of the aircraft may have been compromised. In the interests of your safety we
are returning to.....airport (or diverting to.....airport) and I will give you more details after
landing";
After landing make the following PA announcements:
"Ladies and gentlemen this is Captain......speaking. I regret to advise that we have received a
message that a suspect device may have been loaded on to the aircraft. In the interest of your
safety we are going to make a thorough search of the aircraft. The cabin crewmembers will
supervise your disembarkation and accompany you to a safe location. Arrangements for your
comfort while the aircraft is being searched will be advised after disembarkation";
ACTION ON ASSESSMENT CATEGORY RED
 On taxiing, the primary intention must be to taxi the aeroplane to some part of the
aerodrome away from the terminal building and evacuate the aeroplane in controlled
circumstances if at all possible.
 In flight, the primary consideration must be given to the potential effects of an explosion
on board and on the people on the ground, particularly over densely populated areas.
 An emergency should be declared stating the nature of the emergency and the
aeroplane should be diverted to the nearest airfield, civil or military, at which it can land
safely.
 When the aeroplane is making an approach to land over a densely populated area, it
should be permitted to land at the aerodrome in accordance with current emergency
procedures. The aeroplane’s time in the air should not be prolonged by a diversion to
another aerodrome.

GB (OM A) SECURITY
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 If an immediate landing cannot be made a search should be conducted and, if a

suspicious item is found, the procedures to move the item to the Least Risk Bomb
Location (LRBL) should be followed.
 When an aeroplane lands following a RED bomb warning, passengers and crew should
disembark in controlled circumstances if at all possible, taking identified hand baggage
with them and move at least 500 meters upwind from the aeroplane with minimum
delay. Escape slides should be used only in extreme emergencies where the assessed
time of detonation will not allow for a controlled evacuation.
ACTION ON ASSESSMENT CATEGORY AMBER
 The Commander should order a discreet search of the aeroplane, in so far as this is
possible in flight.
 If a suspicious item is found the alert category should be raised to RED and an
emergency declared.
 If it is considered unlikely that there is a bomb on board but it is deemed prudent to
make further checks (i.e. before committing a long flight) the aeroplane should be
diverted to an airfield at which it can land safely for a thorough search.
10.2.6 LOCATING THE EXPLOSIVE DEVICE IN FLIGHT

If the location of the device is not known, the operating crew, in conjunction with Air Traffic
Control and the Eurocypria Quality and Security Manager of Flight Safety Officer, will obtain as
much information as possible, in order to determine a “hiding place”.
If it is decided to initiate an in flight search for the device, the Commander should ascertain how
long the aeroplane was accessible and unguarded so that he can brief on the extent on the
search. He will also need to find out as much as possible about the size and description of the
device so that the crew will have, at least some idea of what they are looking for, and where it
might be.
Information is vital and will affect the urgency and intensity of an IN FLIGHT SEARCH FOR AN
EXPLOSIVE DEVICE.
10.2.7 IN-FLIGHT SEARCH FOR EXPLOSIVE DEVICE

INTRODUCTION
It is better that the flight crew search the areas of the aeroplane with which they are most
familiar.
 Operating crew search the flight deck.
 Cabin crew search the cabin.
 If there is a maintenance engineer on board, who has an extensive knowledge of the
aeroplane may be able to suggest search areas not immediately apparent. Otherwise
advice may be sought from Engineering through Stockholm radio.
SEARCH PROGRESS
 One member of the operating crew will conduct the search while the other controls the
aeroplane. Particular attention should be given to small spaces, not easily accessible,
including the avionics bay.

SECURITY GB (OM A)
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 In a crowded cabin, it is essential that the search team is well organised to ensure that
the whole cabin area is searched in a logical and methodical manner, with nothing
being moved past the search “barrier” without first being inspected.
 Before the search begins, the passengers shall be required to identify, and remove, all
their hand baggage from the overhead bins and floor, and to place it on their knees,
open for scrutiny.
 Search cabin as in the checklist. Begin at the flight deck door, work back through the
aeroplane cabin, the galleys and the toilets. Particular attention should be given to
small spaces between equipment and the inner lining of the aeroplane, especially in the
galley and toilet areas.
 As each section of the cabin is searched, passengers must be moved from their seats
and all hand baggage, loose fittings, such as seat cushions, life jackets and contents of
seat pockets etc. removed and examined. After searching the area, all the items
removed must be replaced under proper supervision.
 Searching can be assisted by the use of a powerful electric torch and, if available, a
mirror to observe under seat areas or overhead locker areas.
 If an unusual or unclaimed article is found, it should not be disturbed. Its position should
be noted and other articles kept clear of it. The remainder of the aeroplane should be
searched to ensure that not more than one unidentified item is on board. Only then,
should consideration be given to what to do with it / them.
IN-FLIGHT AEROPLANE SEARCH CHECKLISTS
The following B737-800 specific checklist is for cabin crewmembers who may have to search
the cabin for a hidden device. The checklist is not interchangeable between aeroplane types
although they may look the same.
If any suspicious package is found during the search, the procedures detailed above are to be
followed. Do not stop searching because one suspicious package is found. There may be more
than one, the first may be a decoy.

GB (OM A) SECURITY
10 - 10
BOEING 737-800W
FLIGHT DECK FORWARD CREW STATION

 Stowage areas  Crew seats fully retract and search
 Seats area
 Area below 2nd observer’s seat  Emergency equipment stowages

 Torches
 Equipment for any sign of tampering
 Drop down oxygen unit
 Manuals
 1st observer’s seat

FORWARD LEFT CABINET
FORWARD GALLEY AREA  All forward and side cupboards
 Ovens  Emergency equipment stowages
 Water shut-off valve

 Ice bin
FORWARD SERVICE DOOR
 Slide bustle
 Waste bin
 All cupboards
 Trolley stowages FORWARD ENTRANCE DOOR
 Trolley contents including dry stores  Slide bustle
 Container stowages
 Emergency equipment stowages CABIN
including bulkhead cupboard  Floor area under seats
 Canister stowages  Around sides and back of seats
 Seat cushions to be re moved at
higher alert states (when ordered)
FORWARD TOILET
 Exterior ashtray  Seat pockets
 Around life jacket pouches for signs
 Interior ashtray
of tampering
 Sink including plug and area
underneath  Tables and folding table stowages
 Overhead lockers, including the IFE
 Light panels and fixtures for signs of
 Smoke detector unit
tampering
 Waste bins and stowage area
 Overwing exits areas
 Waste bin flaps
 Emergency equipment stowages
 All towel stowages, including paper
 Drop down oxygen units for signs of
towel and tissue holders
tampering
 In toilet pan and under seat cover
 Behind last seat rows
 Mirror area for warning messages

SECURITY GB (OM A)
10 - 11
REAR ENTRANCE DOOR

REAR TOILETS  Slide bustle
 Exterior ashtray
 Interior ashtray REAR SERVICE DOOR
 Sink including plug and area  Slide bustle
underneath
 Drop down oxygen unit EMERGENCY EQUIPMENT
 Smoke detector unit CUPBOARDS ABOVE CREW STATIONS
 Waste bins and stowage area  All contents of cupboards
 Waste bin flaps  Emergency equipment
 All towel stowages, including paper
towel and tissue holders REAR GALLEY AREA
 Ovens
 Water shut-off valve
 Retract and check baby changing mat
 Ice bin
 Fridge
REAR CREW STATIONS  Waste bin
 Crew seats fully retract and search
 All cupboards
area
 Trolley stowages
 Trolley contents including dry stores
 Torches
 Container stowages
 Canister stowages

GB (OM A) SECURITY
10 - 12
10.2.8 EXPLOSIVE DEVICE

HANDLING WHERE FOUND
If an actual or suspected explosive device is found on board, and the Commander decides that
it should remain where it is, the following procedure should be accomplished at his direction:
 DO NOT TOUCH OR MOVE THE OBJECT.
 MOVE PASSENGERS AWAY FROM THE OBJECT.
 If necessary, passengers must continue the flight without seats. In such circumstances,
displaced passengers should sit on the floor with backs against aft facing bulkheads,
galleys etc. or should “double up” with other passengers in spaces between the seat
rows.
 KEEP THE OBJECT IN THE SAME PLACE AND ATTITUDE.
 Use anything available, e.g. adhesive tape (from first aid kits) to stabilise the object so
that it will not move during descent and landing.
 Cover with a plastic sheet to keep it dry and then pack around the object with water
soaked blankets, pillows and seat cushions, also if possible, surround with hand
baggage, bar/stores boxes and similar items.
 The use of wetted blankets and furnishings lessens the thermal effect of an explosion
and thus the chance of fire. Heavy materials also absorb energy and will help in
directing “blast” fr agmentation outboard.
 DO NOT MOVE OBJECT (unless in “high risk” location).
 DO NOT cut or pull any string or tape.
 DO NOT open any closed container.
 DO NOT disconnect or cut any wires or electrical connections, except with proper
expert advice.
 SWITCH OFF NON-ESSENTIAL ELECTRICS NEAR TO OBJECT to reduce the risk of
fire caused by electrical short-circuiting, in the event of an explosion.
MOVING TO “LEAST RISK BOMB LOCATION”
The Least Risk Bomb Location (LRBL) on the Boeing 737-800 is the Right Rear Service Door.
Information on evidence available, or expert advice received, may indicate that the object is an
explosive device, and that it is likely to explode in flight. In such circumstances, consideration
must be given to moving it to the LRBL, specifically, the right hand aft service door. On the
direction of the Commander, procedure for such movement is as follows:
 Do not touch or move the object.
 Move passengers away from the object.
 If necessary, passengers must continue the flight without seat s. In such circumstances,
displaced passengers should sit on the floor with backs against aft facing bulkheads,
galleys etc. or should “double up” with other passengers in spaces between the seat
rows.

SECURITY GB (OM A)
10 - 13
HANDLING OF EXPLOSIVE DEVICE WHEN MOVING TO LRBL

 Check for anti handling device.
 Decide on the best route to the LRBL.
 Consider how you intend to “handle” the device.
IF THERE IS TIME, REHEARSE THIS PROCEDURE. PLAN EVERY STEP TO DETERMINE
WHICH CREWMEMBERS DO WHAT, ESPECIALLY WHILE THE DEVICE IS BEING MOVED.
 Move passengers away from the intended route and LRBL.
 Move object to LRBL without altering its attitude.
 Secure object with tape.
 Cover with plastic sheet to keep it dry and pack around the object with water soaked
blankets, pillows, seat cushions etc. Try to fill the entire area with “blast” absorbing
materials such as furnishings, store boxes, hand baggage, etc.
 The use of wetted blankets and furnishings lessens the thermal effect of an explosion
and thus the chance of fire. Heavy materials also absorb energy and will help in
directing “blast” fragmentation outboard.
 DO NOT cut or pull any string or tape.
 DO NOT open any closed container.
 DO NOT disconnect or cut any wires or electrical connections, except with proper
expert advice.
 SWITCH OFF NON-ESSENTIAL ELECTRICS NEAR TO OBJECT to reduce the risk of
fire caused by electrical short-circuiting, in the event of an explosion.
RECOMMENDED IN-FLIGHT EMERGENCY SAFETY PROCEDURES FOR A SUSPECT
DEVICE ON BOARD
1. ACTION: IF POSSIBLE, DESCENT, LAND and TAXI TO A REMOTE SITE and
EVACUATE THE AEROPLANE IMMEDIATELY.
PURPOSE: To get passengers and crew away from the hazard. If landing the aeroplane and
evacuating the passengers within 30 minutes is not possible, implement the following actions
described below.
2. ACTION: CONTACT ATC and/or the Company’s Operations Control to request
assistance from an official authority that provides an explosive specialist.
PURPOSE: To get expert advice directly from an Aviation Explosive Security Specialist (Bomb
Technician).
3. ACTION: If possible, DESCENT to attain no more than 1 psi pressure differential while
maintaining the existing cabin pressure as long as possible. It is extremely important
that the cabin pressure differential pressure (Δp) be reduced, even if the crew is unable
to land immediately due to the distance to a safe landing area (e.g. over the Atlantic or
Pacific Oceans).
PURPOSE: To avoid amplifying the effects of an explosion, preclude the activation of an altitude-
sensitive device and to assist in evacuation of smoke.

GB (OM A) SECURITY
10 - 14
4. ACTION: After considering the aeroplane’s capabilities and the distance to the nearest
suitable aerodrome, SLOW to approach speed if possible and configure the aeroplane
for landing, restricting manoeuvring to a minimum. This may not be possible in all
instances due to the distance to the nearest landing area.
PURPOSE: In the event of a detonation the systems for lowering landing gear and other landing
aids could be damaged. Reducing approach speed and level flight may enhance aeroplane’s
survivability.
WARNING: Do not open or attempt to gain entry to the internal components of a closed or
concealed device. Any attempt may result in an explosion. Body-trapped closed
devices have been reported as having been on board aeroplanes in the past.
5. ACTION: KEEP all passengers seated with their seat belts fastened and seat backs
and tray tables in their full upright positions, at least 4 rows from the suspect device
(remove the seat cushions from the seats).
PURPOSE: Distance from an explosion is one of the best protective measures for passenger safety.
Placing seat backs and tray tables in their full upright positions will provide additional protection.
Removing seat cushions will lower passengers’ heads below the seat back.
6. ACTION: SLIDE a stiff, thin card, such as the emergency information card underneath
the device. If there is no resistance under the device, leave the card in place.
PURPOSE: To check for an anti-lift switch.
NOTE 1: No anti-lift activated device has ever been reported on board an aeroplane in flight.
NOTE 2: if the device cannot be moved to the LRBL, the best possible course of action may
require you to execute a modified LRBL packing procedure, keeping the device at its
current location. If able, consult with an official Aviation Explosive Security Specialist
to develop improvised procedures.
CAUTION: In the unlikely event that the card cannot be slipped under the device, it may
indicate that an anti-lift switch is present and that the device cannot be moved.
7. ACTION: CONFIRM the designated least risk bomb location (LRBL).
PURPOSE: To prepare for moving the suspect item to the correct location on the aeroplane.
8. ACTION: If the LRBL is a door, DISARM the escape slide and if possible, pin the
inflation bottle and detach the slide from the door and place it flat on the floor.
PURPOSE: To provide protection for the floor structure and aeroplane systems beneath the floor.
NOTE: If it is not possible to detach the slide form the door, ensure that the device when
placed on the stack against the door is above the slide but not in the view port.
9. ACTION: If possible, DISABLE all non-essential power to the areas in the vicinity of the
LRBL.
PURPOSE: To reduce potential secondary fire ignition hazards.
10. ACTION: PREPARE the LRBL before moving the device. Construct a platform of
baggage from the floor up to the centre of the LRBL site. Place at least 25 centimetres
or wetted materials on top of this platform. Place a single, thin sheet of plastic (e.g.
trash bag) on top of the wetted materials.

SECURITY GB (OM A)
10 - 15
PURPOSE: The escape slide and baggage will dissipate blast forces that could otherwise damage
the floor structure or critical systems beneath the floor and reduce or prevent fragments and fire in
the cabin. The wetted materials will also significantly reduce the chance of a cabin fire. Do not omit
the plastic sheets, as we do not want the suspect device to get wet and possible short circuit an
electronic timer.
11. ACTION: If the device can be relocated, MOVE the device in the position found with the
card in place to the prepared LRBL. Stabilise it on top of the plastic sheet above the 25
centimetres of wetted materials and centred against the inside surface of the structure
at the identified LRBL site.
PURPOSE:To prevent detonation if an anti-lift switch is used in the suspect device.
NOTE: Though very sensitive vibratory-activated devices are not expected on board
aeroplanes in flight, less sensitive types requiring a 90-degree change in attitude have
been encountered. Keeping the device in the position found will reduce the chance of
an accidental detonation.
12. ACTION: With the device against the inside surface of the cabin interior at the LRBL
site (avoiding the observation port when the LRBL is a door), PLACE an additional
single thin sheet of plastic over the device. Saturate soft blast-attenuating materials with
water or any other non-flammable liquid. Carefully pack at least 25 centimetres of
material around and on top of the suspect device. Fill the entire remaining area used as
the LRBL with soft blast-attenuating materials up to the overh ead and out to the aisle.
PURPOSE: To lessen the thermal effects, absorb energy and assist in directing the blast, smoke
and fragmentation.
13. ACTION: SECURE the LRBL stack in place using belts, ties or other appropriate
materials.
PURPOSE: To ensure the LRBL stack stays in place during the remainder of the flight.
14. ACTION: MOVE all passengers at least 4 rows of seats from the LRBL. Seat backs and
tray tables throughout the cabin should be placed in their full upright positions (remove
the seat cushions from the seats).
PURPOSE: Distance from an explosion is one of the best protective measures for passenger safety.
Placing seat backs and tray tables in their full upright positions will provide additional protection.
Removing seat cushions will lower passengers’ heads below the seat back.
15. ACTION: LAND and TAXI to a REMOTE SITE and EVACUATE the aeroplane as soon
as possible, avoiding exits on the LRBL side of the aeroplane and exits near the LRBL
to the maximum degree possible. Be prepared to provide the responding bomb squad
with a description of the suspect device and a briefing on all actions taken by the crew.
PURPOSE: To reduce passenger and crew exposure to the suspect device.

GB (OM A) SECURITY
10 - 16
TYPICAL AEROPLANE DOOR
WINDOW
PLACE SUSPECTED
DEVICE AT THIS HEIGHT
(at window level)
LOWER SLIDE TO FLOOR

SECURITY GB (OM A)
10 - 17
10.3 HI-JACKING
10.3.1 GENERAL
It is accepted that the crew will be unable to prevent the forcible seizure of an aeroplane,
without putting the safety of passengers and crew in some jeopardy. A hijack attempt may
occur anywhere at anytime. Usually they occur in the air, frequently soon after take-off, but
aeroplanes have also been seized on the ground.
Hijackers may be politically motivated, in pursuit of a crime, mentally disturbed or indeed they
may be fanatical to the point of being prepared to sacrifice their own lives. They may be in
possession of firearms, explosives, inflammable liquids or replica or simulated weapons.
As the circumstances surrounding a hijacking/unlawful seizure of an aeroplane are highly
variable it is not possible to provide specific information to flight crews. However, the safety of
the aeroplane and its occupants must be the paramount consideration and any occurrence
must be dealt with in accordance with the Commander's judgement of the prevailing
circumstances.
Unlawful seizure or interference with an aeroplane in service is a crime wherever it occurs and
as such will be dealt with by the police or security forces in the same manner as any crime of
violence. Commanders should anticipate that the police or security forces that have the
necessary powers of arrest and entry on premises and property without warrant will begin to
exercise their powers and their authority to control the future course of events as soon as the
incident is reported. The responsibility of the Commander begins to diminish at this point and he
becomes subject to the instructions of the relevant authorities.
Until this point is reached, the Commander is solely in command and his actions should be
conditioned by the requirements of the hijacker in a manner which does not exacerbate the
situation or increase risks to the passengers and crew.
It is the Commander's responsibility to adhere to the lawful instructions of the police or security
forces to the extent that he considers this to be consistent with the safety of the passengers and
crew.
10.3.2 HI-JACKING PRINCIPLES

In any situation of this nature, all crewmembers must act in accordance with the following
principles.
 Safety of passengers and crew is of primary importance.
 The aeroplane and Company property therein is of secondary importance.
 All efforts should be taken to prevent access to the Flight Deck by any hijacker.
 Attempting to overpower hijackers should be a last resort and only when it is apparent
that they are in intent on taking control of the aeroplane to use it as a weapon or to kill
all those onboard. It is possible that there may be members of the hijack team who
have yet to reveal their identity. In such a situation it may be necessary for the
Commander or SCCM to consider seeking assistance from the passengers to regain
control of the cabin.
 In other instances, comply with instructions but do not surrender. The Commander is
still responsible for the aeroplane and it may be possible to persuade the hijacker s to
modify their demands.

GB (OM A) SECURITY
10 - 18
 Where possible be guided by the Authorities. The crew’s assessment of the situation
will be constrained by the confines of the aeroplane, and the Authorities are bound to
have a wider picture. Trust in their actions and where possible, comply with their
instructions.
 Keep the Ground Authorities fully informed. Be observant because they will require
objective and detailed information about the situation on board.
 In flight, confine negotiations to the aeroplane’s safe conduct.
 After landing, try to put the hijackers in direct contact with the ground authorities and
attempt to persuade them to release the passengers and crew.
10.3.3 CREW PRIORITIES

An act of hijacking will almost certainly manifest itself with great suddenness. This will be a
particularly dangerous time because hijackers will be nervous and uncertain. Initially the
hijackers will be deliberately aggressive, in a calculated attempt to assert their authority.
Passengers and crew alike will be “intimidated” by some very uncompromising aggression.
Hard as it may be, it is imperative that the crew remain calm and, above all, apply themselves
to the safe operation of the aeroplane and the reassurance of the passengers.
Company policy is that the flight deck door should be locked at take-off and remains locked for
the remainder of the flight, with the exception of when access is necessary for the supply of
food and drinks to the flight deck and visits by the pilots to the toilet. No person other than a
crewmember assigned to the flight is to be admitted in the flight deck.
COMMANDER’S ACTIONS
 Set transponder to 7500.
 Inform Air Traffic Control.

 Switch on “Fasten Seat Belts” sign.
 Brief Crew.
There could be situations where the “rule” to cooperate with the hijackers may not apply. Crews
should make an assessment of the hijacking in progress, i.e., negotiable or non-negotiable. If it
is the latter, then any means should be used to remove the intruder(s), from the flight deck.
Also, the following options, among others, may be considered by the Commander to assist in
overcoming the hijacker(s):
 The Commander may elect to apply moderate to extensive positive and negative forces
onto the aeroplane, which should be sufficient for any person standing up to fall on the
floor of the aeroplane so that crew / passengers can overpower them;
AND / OR
 Depressurize the cabin of the aeroplane (rapid depressurization by manually opening of
the outflow valve).
Either of the above or any similar actions must be taken with extreme caution and with full
understanding of the severe consequences involved and should only be considered only as an
extreme / last resort.

SECURITY GB (OM A)
10 - 19
CABIN CREW ACTIONS

Try to find out the hijackers’ intent and objective. The operating crew will need this information
so that they can consider the feasibility of the demand and advise Air Traffic Control
accordingly.
Endeavour to establish the numbers of hijackers and their weapons and to pass this information
to the Authorities.
While crew should endeavour to do nothing to further aggravate the hijack situation, it is
generally recommended that crew should take no action which could generate a violent
response. However, in a case where the hijackers’ intent is to destroy the aeroplane without
any recourse to negotiation or if a volatile liquid is being used as hijack weapon, it may be
necessary to take direct action, because fire can spread rapidly and with devastating results. In
these circumstances your action should be to:
 Reason with the hijacker and explain the dangers.
 Consider the use of BCF fire extinguishers, in an attempt to partially incapacitate the
hijacker and regain control. This is a dangerous undertaking and should be adopted
only as a last resort where it appears that the alternative will be the total destruction of
the aeroplane.
Notwithstanding the above, it is of the utmost importance to keep the situation as cool as
possible. Nothing must be done which might aggravate the hijacker. Every reasonable effort
must be made to comply with the hijacker’s demands. Remember, COMPLY BUT DO NOT
SURRENDER RESPONSIBILITY FOR THE SAFETY OF THE AEROPLANE OR THE
PASSENGERS.
The crew should co-operate with the hijacker as necessary to remove any possible sources of
irritation which might jeopardise the safety of passengers and crew. It is important to try and
establi sh a rapport with the hijacker so that some sort of mutual trust can develop. It will help if
communications through one member of the crew can be established.
Demonstrate that all crewmembers are necessary to the safe operation of the aeroplane and
persuade hijackers to leave the flight deck, in the interests of safety, particularly when landing.
Crew should be aware of the tendency towards sympathising with the objectives of the
hijackers during protracted incidents (“The Stockholm Syndrome”) and guard against this
influence.
Avoid discussions with the hijackers on politics or the credibility of their motives.
Communications should focus on the safety of the aeroplane and on the well-being of the
passengers and crew, and on the concern of their dependants.
Try to get the hijacker to agree to the following:
 That the passengers and crew be allowed to move to, and from, the toilets. (The
hijacker may insist that toilet doors are kept open whilst toilet in use).
 That any medically qualified passengers be allowed to assist any other passenger
needing attention.
 That, when the aeroplane is on the ground, toilets are serviced (or at least emptied) and
necessary supplies of food and drinking water are bought on board. Inform the
hijackers of aeroplane unserviceability or crew sickness or exhaustion as a means of
encouraging acceptance of another aeroplane or a replacement crew.

GB (OM A) SECURITY
10 - 20
10.3.4 CARE OF PASSENGERS

An incident of hijacking can be a very protracted affair. Some on record have gone on for days
in conditions progressively deteriorating due to high temperatures and the lack of simple
amenities.
Cabin crew should try to keep the passengers quiet and comfortable and, if possible, occupied.
If the hijacker permits it, cabin crew should move around and try to allay passengers’ fears by
keeping them informed of the situation. Passengers are usually fairly compliant in such
circumstances, but it may be necessary to restrain one or two who may be unnecessarily
aggressive or hot headed.
Particular attention should be given to the needs of the old, sick and mothers with small
children. It may be advisable to get other passengers, particularly those medically qualified, to
look after them.
Keep the cabin as clean and tidy as possible. As the incident wears on, conditions can get very
sordid indeed, and every reasonable effort must be made to prevent this.
Allocate the passengers their own cups or glasses. It is unlikely that fresh supplies can be
loaded, and limited supplies of domestic water should not be used for washing utensils.
Ration the available supplies of food and non alcoholic drink on the assumption that the
situation might last 3 to 4 days, or at least until the hijacker gives permission for additional
supplies to be loaded.
Keep the bars locked and do not serve any alcoholic drinks. Try to discourage passengers from
indulging too freely in their own duty free supplies. Indeed, it might be prudent to collect these
and lock them away, if this is possible.
Should the interior of the cabin get too hot or too cold, try to arrange for any of the following as
may be appropriate:
 Open all doors and exits, including emergency exists,
 That a ground power unit (GPU) be connected to the aeroplane,
 Run one, or more, of the aeroplane engines to operate the air conditioning system,
There is no doubt that during this quite awful ordeal, crewmembers will feel totally isolated and
afraid. The authorities will be doing everything in their power to secure the safe release of all on
board. This, however, will take time. Negotiation may go on for days and all crewmembers must
not allow despair to occupy the mind.
The passenger s will look to you for leadership, encouragement and direction. Do not disappoint
them!
10.3.5 HIJACKER PROFILES

Some hijackers may harbour a desire to die under spectacular circumstances. They may seem
to be confused. They may fail or refuse to name a destination or persist in ordering the flight to
a destination that it is impossible to reach. They may create highly unstable situations, changing
orders as the flight progresses.
The crew should attempt to determine the hijacker's intended destination. A hijacker with no
firm destination or a clearly impossible destination in mind may be considering suicide. This
person creates a high-risk situation. A hijacker with a firm, reasonable destination in mind
probably creates a situation of less immediate risk.

SECURITY GB (OM A)
10 - 21
Previous world-wide incidents of hijacking suggest that persons committing this crime fall into
four categories:
TERRORISTS
 Present the most serious threat; very professional; operate in small teams; use real
weapons; could be prepared to sacrifice their own life,
 Attack aviation because aeroplanes are perfect targets,
 Usually plan in great detail reconnaissance and dummy runs; security conscious,
 Usually take training seriously for specific operation,
 No shortage of resources.
CRIMINALS
 Usually very professional; work as individual or in small groups; have good planning;
use real weapons,
 Usually totally rational; will have assessed the odds; will not use unnecessary violence;
are not fanatical and will recognise when the “game is up”.
REFUGEES
 Usually very amateurish; work as individuals or in small family groups; have poor
planning; have no training and likely to have fake weapons but, if genuine, possibly will
not know how to use them,
 Have used inflammable liquids in the past and do not appreciate the danger,
 May be desperate and frightened; should not be pressed hard,
 Usually surrender on landing; seek political asylum.
PSYCHOTICS
 Usually irrational and unpredictable; can be suicidal and dangerous,
 Always operate as individuals; have no planning and/or no training; act on spur of the
moment,
 Usually adopt passive approach; are likely to have fake weapon,
 If aggressive, then the weapon likely to be real,
 Usually become amenable to reason; tire easily, lose determination, may be frightened
and confused, likely to react adversely to pressure.

GB (OM A) SECURITY
10 - 22
10.4 UNRULY AND DISRUPTIVE PASSENGERS (EU-OPS 1.115 / 1.120)
10.4.1 GENERAL POLICY

Eurocypria Airlines is very concerned about the problem of unruly, disruptive and drunken
passengers.
Individual passengers or groups of passengers with the potential to behave in an unruly,
disruptive or disorderly manner generally fall into the following categories:
 Apparently intoxicated or under the influence of drugs or alcohol to the extent of
physical incompetence.
 Engage in disorderly or offensive conduct to the discomfort or distress of other
passengers and flight attendants.
 Are violent to the extent that there is a possibility of injuries to passengers or cabin
crewmembers or damage to the aeroplane.
 Are apparently of unsound mind.
 Are known or suspected of being in possession of firearms.
 Fail to adhere to instructions by Eurocypria personnel.
Therefore, disruptive, abusive, drunken or violent behaviour at check-in, at the gate, in lounges
or onboard an aeroplane conflicts with Eurocypria Airlines’ primary objective of being a safe and
secure airline. Disruptive behaviour significantly affects the comfort and degree of customer
satisfaction of other passengers and, consequently, the reputation of Eurocypria Airlines. It also
places additional and often unacceptable burdens on ground staff and crewmembers.
Eurocypria Airlines policy therefore is:
 To empower crews and ground staff to take all reasonable steps to prevent disruptive
and drunken behaviour and, when it occurs to, to deal with it as quickly and effectively
as practicable;
 To support crews and ground staff taking such action;
 To encourage the police to prosecute disruptive passengers in appropriate cases,
especially where there have been assaults on Eurocypria Airlines staff;
 To assist and support crewmembers and ground staff who are required, after an
incident, to give witness statements to the police or to appear in court when passengers
are prosecuted; and
 To provide appropriate training for crews and ground staff in recognising and dealing
with conflict and its aftermath.
10.4.2 FLIGHT SAFETY AND SECURITY

It as an offence for a person to commit any act likely to imperil the safety of an aeroplane or any
person on board, whether by interference with any member of the personnel of the aeroplane,
or by tampering with the aeroplane or its equipment or by disorderly conduct or by any other
means. It is also an offence for a person to be drunk on an aeroplane
In addition to the above, the laws of Cyprus (for example: the law relating to common assault)
apply to all aeroplanes registered in Cyprus.

SECURITY GB (OM A)
10 - 23
When dealing with disruptive or drunken passengers the safety and security of the aeroplane,
its passengers and the crew override all other considerations.
The Company will:
 Support all reasonable actions taken by crewmembers in the best interests of safety
and security, and
 Support prosecutions of passengers for breaches of the criminal law committed on
board an aeroplane.
REPORTING OF UNRULY OR DISRUPTIVE PASSENGER INCIDENT:

For this purpose a special form is provided in the aircraft’s spare form wallet which should be
duly completed by the SCCM and signed by the commander. This form will be sent to the FSO
in the same manner as an ASR (see chapter appendices, 1.6 Appendix 13.)
10.4.3 AUTHORITY OF THE COMMANDER

From Doors closed to Doors open, every person in an aeroplane shall obey all lawful
commands given by the Commander for the purpose of securing the safety of the aeroplane
and of persons or property carried therein.
The crew act on the delegated authority of the Commander. It is an offence for a person to
obstruct or impede any person acting in the exercise of his powers or the performance of his
duties under EU-OPS 1.090.
The Company will:
 Support crewmembers who attempt to implement the Commander’s commands, for
example, when instructing passengers to return to their seats and to fasten their seat
belts.
10.4.4 DRUNKENNESS (EU-OPS 1.115)

GENERAL
EU- OPS 1.115 states that an operator shall not permit any person to enter or be in an
aeroplane when under the influence of alcohol or drugs to the extent that the safety of
aeroplane or its occupants is likely to be endangered.
It is also the individual passenger’s responsibility not to be drunk or get drunk on an aeroplane.
Drunken passengers are a danger to themselves and to other passengers and crew on board
the aeroplane especially in an emergency situation.
Eurocypria Airlines policy is:
 To empower ground staff and crewmembers to prevent drunken passengers from
boarding Eurocypria’s aeroplane; and
 To empower crews to refuse further alcohol to passengers who are drunk or are on the
verge of being intoxicated on board Eurocypria’s aeroplane; and
 To support crewmembers and ground staff who take action to deal effectively with
drunkenness; and
 In appropriate cases, to encourage the police to prosecute drunken passengers
especially when Eurocypria’s staff have been assaulted.

GB (OM A) SECURITY
10 - 24
BOARDING
A passenger who attempts to board a Eurocypria aeroplane whilst drunk is committing an
offence and, under the General Conditions of Carriage, can be refused boarding.
PASSENGERS UNDER 18
Alcohol must never be served to a child or young adult under 18 even when travelling with an
adult who requests that alcohol should be served.
DRUNKENNESS ON BOARD AN AEROPLANE
It is an offence to be drunk on an aeroplane registered in Cyprus.
Excessive drinking often causes disruptive behaviour and verbal or physical assaults. It is
therefore important that crews should exercise discretion when serving alcohol to passengers
who appear to be intoxicated. If there is any doubt in the minds of cabin crew, they shoulder on
the side of caution and tactfully refuse to serve more alcohol to the passenger(s).
When in doubt cabin staff should refer to the Commander for guidance and the Commander
must be informed immediately if a passenger's behaviour threatens flight safety or the safety of
other passengers or the crew.
REMOVAL OF ALCOHOL
The crew, at the discretion of the Commander, may remove alcohol (including Duty Free
alcohol) for safe custody. This should be done only when safety would be compromised if the
passenger(s) retain the alcohol. Passengers should be informed that confiscated Duty Free
alcohol would be returned when they leave the aeroplane.
DRUGS
Alcohol must not be served to passengers considered to be under the influence of drugs.
ALCOHOL ON THE FLIGHT DECK
Alcohol must never be taken on to the flight deck except in a sealed bottle.
10.4.5 SMOKING
Eurocypria Airlines has a “No Smoking” policy on all flights.
Smoking by passengers or crew is not allowed anywhere on the aeroplane during flight.
Smoking on certain flights may be permitted only by prior arrangement with the Tour Operator
and with the permission of the Commander. It is an offence to disobey the ‘No Smoking’ signs
when illuminated.
The Company will:
 Support crews who have attempted to persuade passengers to stop smoking; and
 Support prosecutions of passengers who flagrantly disregard ‘No Smoking’ signs and
instructions not to smoke given by the crew.

SECURITY GB (OM A)
10 - 25
10.4.6 PASSENGERS SIT-INS AND REFUSAL TO LEAVE THE AEROPLANE

Passengers must leave the aeroplane when directed to do so by the Commander. This applies
particularly during an emergency evacuation but also applies on other occasions such as
lengthy technical or air traffic delays.
If passengers refuse to leave the aeroplane the crew must remain on board to ensure the safety
of the aeroplane and passengers. If the incident occurs in Cyprus, the police must be called and
the Company’s Quality and Security Manager must be alerted.
If the incident occurs outside Cyprus, the Commander must consult with the local police and the
local Eurocypria Handling Agent on how best to deal with the situation. The Company’s Quality
and Security Manager should also be alerted.
Eurocypria Airline’s General conditions of Carriage allow the airline to remove passengers and/
or baggage from the aeroplane. However, Eurocypria Airlines does not wish the crew to remove
passengers by force and this should be ordered only as a last resort when the Commander
assesses that there is an immediate threat to safety or security.
Whenever possible, passengers should be removed by the local police, Eurocypria’s local
security contractors, if any or ground staff.
10.4.7 POWER TO RESTRAIN (EU-OPS 1.120)

Eurocypria Airline’s cabin crewmembers have an excellent reputation for using polite
persuasion, tact and diplomacy to resolve difficult situations. However, on the rare occasion
when all other means, including the issue of a formal warning, to placate a violent passenger
have been tried and failed, the Commander can order the physical restraint of that violent
passenger but only whilst airborne. On the ground prior to take-off the police must be called.
After landing a passenger should remain under restraint pending the arrival of the police.
Physical restraint must be authorised by the Commander and the principle of ‘minimum force’
should always be used.
In exercising this option the Commander must be assured that:
 All other feasible means used to warn the passenger and resolve the situation
have failed;
 There is imminent danger to the aeroplane, its passengers or crew;
 The restraint of a violent passenger is unlikely to increase the safety hazard.
Eurocypria Airlines will:
 Provide appropriate crew training for the restraint of violent passengers; and
 Support Commanders and crewmembers who take sensible actions to restrain
passengers when appropriate to do so.
10.4.8 PERMANENT RESTRAINT DEVICES

The Permanent Restraint Devices kit is placed on board every aeroplane in the compartment
next to the 2nd observer seat.
The kit is sealed and contains the following:
 One pair of Quick-Cuffs.
 Two keys, one of which is tied to the bag by a yellow strip.

GB (OM A) SECURITY
10 - 26
 Two torso restraint straps.

 Four limb restraint straps.
 One extra strong adhesive tape.
 One safety cutter and one pair of scissors.
 Eurocypria’s Unruly Passenger / Incident report form.
 Witness report forms.
 An instruction leaflet on how to use the devices.
A warning letter, signed by the General Manager, is in an envelope in the spare forms wallet.
10.4.9 PROCEDURE PRIOR TO RESTRAINT

1. The Commander will authorise the SCCM to hand to the unruly passenger a completed
formal warning letter in an envelope.
2. If this fails to calm the passenger, the Commander may elect to divert subject to the
seriousness of the situation.
3. If unable to divert and/or the situation is deemed critical by the Commander he will
authorise the use of restraint devices. If further assistance is required, passenger can
be asked to help.
4. Minimum force must be used to restraint a passenger and the restraint should be used
for the minimum time required for safety.
10.4.10 PROCEDURE PRIOR TO LANDING

Police are to be advised prior to landing. The Commander should also attempt to advise
Operations Control or the Company’s Quality and Security Manager and, if landing at a foreign
aerodrome, the local Eurocypria Airlines Handling Agent.
Following a disruptive passenger incident on a flight landing in Cyprus, it is Eurocypria Airlines
policy for police presence to be requested unless there are compelling reasons not to involve
the police.
The Cyprus police will respond in accordance with the Cyprus Police Disruptive Passenger
Protocol.
10.4.11 PROCEDURE ON LANDING

After landing the passenger should be kept under restraint pending the arrival of the police.
When the police are called to meet an aeroplane, whether in Cyprus or abroad, the
Commander and crew should provide all the support necessary to provide the statements
needed to obtain the successful prosecution of a disruptive passenger.
In many foreign countries, particularly those, which have not ratified the Tokyo Convention
(1963), the local police may not have the jurisdiction to arrest and detain passengers who have
committed criminal acts on Eurocypria’s aeroplane.
This may involve crewmembers providing lengthy statements to no effect and, whilst little can
be done in that country, copies of statements should be obtained and provided in a report to the
Company’s Quality and Security Manager as the passenger could face arrest and prosecution
on his return to Cyprus.

SECURITY GB (OM A)
10 - 27
A violent or disruptive passenger can be disembarked in any country where the aeroplane
lands; however, the Commander must report any disembarkation and the reasons for it, to the
authorities in the country of disembarkation and also to the national diplomatic or consular office
of the passenger(s) concerned. This procedure may be delegated to the senior member of the
aerodrome or Eurocypria’s staff who should ensure the report is made.
10.4.12 INCIDENT REPORTS

In the situation where a passenger(s) is denied embarkation or behaves in an unruly and
disruptive manner in flight, a written report is to be submitted by the Commander.
As soon as possible after an incident involving a disruptive passenger, an Air Safety Report,
together with the Unruly Passengers form with witness statements, must be filed (additional
witness forms can be found in the restraining device kits, if required). Every effort should be
made to obtain an additional witness statement from an independent non-Company witness.
Such reports should be forwarded to the Quality and Security Manager and the Flight Safety
Officer as soon as possible.
10.4.13 THE DECISION TO PROSECUTE

The decision to prosecute is always at the discretion of the police and, in Cyprus, the Attorney
General. This decision is made after considering the evidence and assessing the likelihood of a
successful prosecution. The quality of statements made by crewmembers is crucial in making
this decision.
Eurocypria Airlines cannot compel the Cypriot or foreign authorities to prosecute an offender.
10.4.14 GIVING EVIDENCE IN COURT

Crewmembers and ground staff may be required to give evidence in court. This might involve
returning to the country where the passenger is being prosecuted in the local court.
10.4.15 COMPENSATION
Under Cypriot or foreign legislation it may be possible for crews or ground staff who are the
victims of violent crimes to obtain financial compensation from a disruptive passenger.

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10 - 28
10.5 PREVENTATIVE SECURITY MEASURES
10.5.1 TRAINING
Individual crewmember knowledge and competence should be based on the relevant elements
described in ICAO doc. 9811, “Manual of the implementation of the Security provision of Annex
6” and ECAC DOC. 30, part “Training for Cockpit and Cabin crew”.
Training, which will be in the form of lectures given by a qualified instructor, will be aimed at
enabling the Company personnel to act in the most appropriate manner to prevent acts of
unlawful interference such as sabotage or hijack or to minimise the consequences of such
interference.
Recurrent security training of aircrew is to take plac e annually and will review general security
matters and procedures, the threat, instances of hijacks and sabotage and incidents of
disruptive behaviour. Records of all training will be kept by the Training Manager (flight crew)
and the Cabin Crew Manager (cabin crew).
10.5.2 AEROPLANE SECURITY ON GROUND

If an aerodrome has a well-defined security organisation, crews may depart the aeroplane by
carrying out normal shut-down procedures. However, if the aeroplane is being left unattended
at an aerodrome where security is suspect then the aeroplane should be totally closed and
made secure by ensuring that all steps are removed from the aeroplane and that the doors are
in the closed position. Cargo hold doors should also be in the fully closed and locked position,
so as to ensure that no unauthorised access may be gained.
The security of an aeroplane is to be achieved through the implementation of these measures:
 Controlling access to the aeroplane,
 Searching the aeroplane,
 Checking the aeroplane.
ACCESS CONTROL
If at any time the aeroplane has been left unattended or an unauthorised person is known to
have gained access, the aeroplane must be searched again thoroughly.
Once the aeroplane has been searched or checked and doors remain open, access to that
aeroplane is controlled by the crew.
The crew is responsible to ensure that any person entering the aeroplane while on ground, is
either visibly wearing an ID pass or has been verified as a person holding a valid boarding card
for that flight.
When the cabin doors are open, they must be observed by a crewmember at all times. If this is
not possible the door must be closed.
The rear door(s) should only be opened when necessary for boarding or disembarking and
catering uplift. After disembarking the last passenger through the rear door, the crew should
close that door whilst the security check is completed. When the steps are provided at the rear
of the aeroplane, and the door is left open for the movement of the cleaning personnel, a cabin
crewmember must guard the door at all times.

SECURITY GB (OM A)
10 - 29
SEARCH PROCEDURES
The purpose of the search procedures is to ensure that there are no unauthorised persons or
prohibited articles on board. It is normally carried out by the Flight and Cabin Crew that will be
operating the next flight (Pre-Flight) and by Engineering Crew (Post-Flight).
 AEROPLANE SEARCHES WILL BE CARRIED OUT AS FOLLOWS:
 Prior to the first flight of the day and/or when brought into a Restricted Zone (if
applicable),
 During transit stops,
 When a crew on arrival finds the aeroplane insecure and has reason to believe that
access control has been ineffective and security compromised,
 Before and after any flight departing to or from destinations designated as requiring
enhanced security procedures.
 INTERIOR (refer to checklist in this chapter, OM A, GB 10.2.7)
A search shall include a physical examination of the interior of the aeroplane and its fittings
including but not limited to:
 Flight Deck area
 Galleys
 Passenger Cabin
 Toilets
 Seats including seat pockets
 Cabin stowage areas
 Cabin overhead bins
 EXTERIOR
Carry out physical checks of all removable equipment to ensure that no prohibited articles
are hidden in or substituted for equipment.
Examine the hatches and inspection panels and of the undercarriage wells and areas under
control surfaces. Only those inspections hatches and panels, which would normally be
opened for the purpose of a normal pre-flight inspection, need be opened as part of the
security search.
 Hatches
 Inspection panels
 Undercarriage wheel wells
 Cargo and Baggage compartments
CHECK PROCEDURES
The purpose of the check is to ensure that there are no unauthorised persons or prohibited
articles on board. It is to take the form of a physical examination of the interior or the aeroplane
and its fittings.
A pre-flight check is to be carried out after the cleaners and engineers have left the aeroplane
but before baggage, cargo and passengers have been loaded or boarded.

GB (OM A) SECURITY
10 - 30
A post-flight check is to determine that no article or baggage carried by or belonging to any

passenger who has disembarked has been left on the aeroplane. The primary concern is that
nothing should be left or concealed that may jeopardise the safety of the aeroplane when
parked or on a later flight. This check is to concentrate on any part of the aeroplane to which
disembarking passengers have had access.
A Check is to include:
 EXTERIOR
 Checks as part of the walk-around procedure by the Flight Crew
 Cargo holds by the Ground personnel.
 INTERIOR
 FLIGHT DECK
All areas to which non-flight deck crew may have had access since the full search
was completed.
 FORWARD GALLEY AREA
Ovens
Waste bin
All cupboards
Emergency equipment stowages including bulkhead cupboard
 FORWARD TOILET
Sink including plug and area underneath
Drop down oxygen unit
Smoke Detector unit
Waste bin and stowage area
Waste bin flaps
All towel stowages, including paper towel and tissue holders
In toilet pan and under seat cover
Mirror area for warning messages
 FORWARD CREW STATION
Emergency equipment stowage
General area
 FORWARD SERVICE DOOR
Slide bustle
 FORWARD ENTRANCE DOOR
Slide bustle
 FORWARD SERVICE UNIT (by Service door)
All cupboards

SECURITY GB (OM A)
10 - 31

 CABIN
 Floor area under seats
 Around sides and back of seats
 Seat pockets
 Around life jacket pouches for signs of tampering
 Tables and folding table stowages
 Overhead lockers (including those containing equipment or stores)
 Overwing exit areas
 Behind last seat rows
 REAR TOILET
 Sink including plug and area underneath
 Smoke Detector unit
 Waste bin and stowage area
 Waste bin flaps
 All towel stowages, including paper towel and tissue holders
 Retract and check baby changing mat
 REAR CREW STATIONS
 Emergency equipment stowage
 General area
 REAR SERVICE DOOR
 Slide bustle
 REAR ENTRANCE DOOR
 Slide bustle
 REAR SERVICE UNIT (by Service door)
 All cupboards

GB (OM A) SECURITY
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10.5.3 FLIGHT DECK SECURITY
10.5.3.1 GENERAL
As a routine security precaution the flight deck door should be locked prior to take-off and
remained locked for the remainder of the flight except when access is required for the following
reasons:
1. Supply of food and drinks to the Flight Deck,
2. Visit by pilots to the toilets,
3. Cabin Crew “Cabin Secure for Landing” report.
Passengers are not allowed to visit the flight deck at any stage of the flight.
The operating flight crew should not leave the flight deck during flight, other than for reasons of
health (including physiological needs).
Whenever a pilot leaves the flight deck for reasons of health, safety or security, a cabin
crewmember should be in attendance on the flight deck until that flight deck member returns.
This is particularly important where the flight deck operating crew consists of only two pilots.
Priority for the use of the forward toilet must be given to pilots, even if this means that
passengers should be asked to wait, in order to minimise the period of absence of the pilots
from the flight deck. When cabin crew suspect that the forward toilet is about to become
unserviceable, it should be locked ahead of time and used only by crew. Subject to the
passenger loads, the Commander may consider locking the forward toilet for use only by the
crew.
The operating crew may receive notification from the ground staff regarding passengers who
exhibit unusual behaviour and characteristics or give any cause for concern, but whose carriage
has nevertheless been accepted.
Crews must be vigilant and must report to the operating Commander , should they believe that
any passenger is behaving in a suspicious manner.
In the event of an imminent flight deck intrusion and/or a hijacking in process in the cabin, the
cabin crew should make an intercom call (emergency if able) to the Commander using the
phrase "………………………………" signifying the above (phrase will be communicated to the
Cabin Crew Leaders in confidence via telephone by the CCM and/or Senior Trainer and in turn
the Leaders will inform the rest of the Cabin Crew during pre-departure briefings. The pilots will
be informed, via telephone, by the OM and/or FSO or QSM).
10.5.3.2 PROCEDURES FOR FLIGHTS TO UNITED KINGDOM

The United Kingdom Secretary of State has issued a directive to Operators of aeroplane not
registered in the UK, regarding the access of passengers to the Flight Deck and the locking of
Flight Deck doors whilst the aeroplane is being operated within the United Kingdom.
The main points of the Directive are:
 Whilst an aeroplane is being operated within the airspace of the United Kingdom or is
on the ground with the engines running, its cockpit door will be locked. The cockpit door
may only be unlocked for essential entry to or egress from the cockpit.

SECURITY GB (OM A)
10 - 33
 Whilst an aeroplane is being operated in the airspace of the United Kingdom the Flight
Crew will not leave the Flight Deck except for reasons of health or safety.
 Whilst an aeroplane is being operated in the airspace of the United Kingdom,
passengers should not have access to the flight deck at any time.
Summarily, under UK law it is now a legal offence to carry any person in the cockpit while
operating within UK airspace, with the exception of positioning crew.
10.5.3.3 PROCEDURES FOR FLIGHTS TO ISRAEL

It is widely known that Israel has some of the most strict security rules worldwide. Crews
operating to Tel-Aviv will observe the following recommendations and procedures:
a) Ensure before the flight that you hold a valid passport and a valid Company ID.
b) If all the crewmembers disembark to the rest room or terminal, then the aeroplane
must be properly shutdown and secured. Any crew proceeding to the duty free shops
requires a copy of the General Declaration.
c) Operators into Israel are required to keep the Flight Deck door locked while on the
ground and passengers are on the aeroplane. Therefore, contrary to our current
procedure, the Flight Deck door should be locked before passenger
embarkation and unlocked after the last passenger disembarks the aeroplane.
While the Flight Deck door is locked, communication between the Flight Deck
and Cabin should be conducted as per our current procedures.
SECURITY ENHANCEMENT
Whenever operations are assessed as being “At Risk”, additional security measures will be
imposed as follows:
MODERATE RISK
Normal security measures but staff alertness to be increased.
SIGNIFICANT RISK
 Aeroplane to be searched when released for flight,
 Post-flight checks to be extra vigilant,
 Access to each open door to be controlled at all times. Additionally, the Commander
may consider the control of the access to the exterior of the aeroplane by police or
security guard.
HIGH RISK
Measures as detailed by the National Authorities.
10.5.4 HOLD AND CABIN BAGGAGE SECURITY

The fundamental security requirement is that any passenger who has checked-in hold baggage
must then board the aeroplane for that flight. In the event that a passenger does not board or
re-board an aeroplane, THE BAGGAGE BELONGING TO THAT PASSENGER MUST NOT BE
TRANSPORTED ON THAT FLIGHT.

GB (OM A) SECURITY
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To determine the exact number of passengers on board a head count has to be made after
boarding is completed and before off-blocks.
Whenever a discrepancy occurs in passenger numbers, it is to be investigated to the
satisfaction of the Commander before off -blocks. This may involve passengers identifying their
own baggage. Any baggage not identified must be off -loaded.
The Company requires that all items of baggage destined to be carried in the hold of an
aeroplane, originating from Cyprus and bound for overseas destinations, or those destinations
periodically categorised as “Severe Risk”, are fully screened and/or hand searched, as
stipulated by the in-force regulations, prior to being accepted for carriage. This requirement now
applies to almost all European countries.
Items categorised as ‘Dangerous Goods’ are NOT permitted to be carried anywhere on a
Eurocypria aeroplane. Restricted articles for carriage as hand baggage should be removed
from passengers at check-in and either placed in their hold baggage or in a separate container
and put in the hold.
Items carried by the passengers such as knives, swords, fake guns etc. should be checked-in
as cabin baggage and delivered to the Commander by the Handling Agent. They will be kept in
the flight deck (which is locked during flight as per the Locked Cockpit Door Policy) until the end
of the flight and then delivered to the Handling Agent at destination.

SECURITY GB (OM A)
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10.6 CARRIAGE OF FIREARMS (EU-OPS 1.065 / 1.070)
EU- OPS 1 prohibits the carriage of weapons and ammunition in Cyprus registered aeroplanes,
except that weapons which are not ‘Munitions of War’, such as sporting and competition guns,
may be carried provided they are stored in a baggage hold and not accessible to passengers.
Firearms and ammunition must be presented at check-in and checked by Security to ensure
they are legally held weapons and that they are unloaded. Firearms will be surrendered and
returned to their owners at the aerodrome of arrival by Handling Agents. A small quantity of
ammunition may also be carried in hold baggage provided it is not accessible to passengers.
At all times the Commander will be notified when there are firearms on board and the
destination Handling Agent will be informed.
Firearms or ammunition will not be carried in the aeroplane cabin except by Police Officers on
duty and then only when authorised by the Operations Manager.

GB (OM A) SECURITY
10 - 36

HANDLING, OF ACCIDENTS AND GB (OM A)
OCCURRENCES
11 - 1
TABLE OF CONTENTS
11. HANDLING, NOTIFYING AND REPORTING OCCURRENCES ............................. 3

11.1 GENERAL ................................ ................................ .............................................. 3
11.2 TERMINOLOGY (EU-OPS 1.420) ................................ ................................ ............ 3
11.2.1 ACCIDENT ................................ ................................................................ .. 3
11.2.2 SERIOUS INCIDENT ................................ ................................................... 3
11.2.3 INCIDENT ................................ ................................ ................................ ... 4
11.2.4 SERIOUS INJURY ................................ ................................ ....................... 5
11.3 ACCIDENT AND SERIOUS INCIDENT PROCEDURES (EU-OPS 1.420) .................. 6
11.3.1 COMMANDER / CREW POST ACCIDENT PROCEDURES ........................... 6
11.3.2 PRESERVATION, PRODUCTION AND USE OF FLIGHT RECORDER
RECORDINGS (EU-OPS 1.160) ................................ .............................................. 6
11.3.3 ACCIDENT OR SERIOUS INCIDENT REPORTING PROCEDURES .............. 8
11.3.4 FOLLOW-UP INFORMATION ................................................................ ...... 10
11.3.5 FLYING AFTER AN ACCIDENT OR SERIOUS INCIDENT ............................ 10
11.4 INCIDENTS ................................ ................................................................ ........... 11
11.4.1 RESPONSIBILITY TO REPORT ................................ ................................ ..11
11.4.2 CLASSIFICATION OF INCIDENTS ................................ ..............................11
11.4.3 GUIDELINES FOR ACTIONS FOLLOWING AN INCIDENT INVOLVING
DAMAGE TO AEROPLANE BY GROUND EQUIPMENT OR OTHER AEROPLANE ......
................................ ................................ .................................................. 12
11.4.4 INCIDENT REPORTING SCHEMES (EU-OPS 1.037) ................................ ..13
11.4.5 INCIDENT INVESTIGATION ................................ ................................ .......27
11.5 INFORMING BASE OF OCCURRENCES ................................ ..............................299
11.6 SPECIFIC REPORTS (EU-OPS 1.420) ................................ ................................... 30
11.6.1 AIR TRAFFIC INCIDENTS ................................ ................................ ........300
11.6.2 AIRBORNE COLLISION AVOIDANCE SYSTEM RESOLUTION ADVISORY 300
11.6.3 BIRD HAZARDS AND STRIKES …………………………………………………...30
11.6.4 DANGEROUS GOODS INCIDENTS AND ACCIDENTS ............................ 3131
11.6.5 UNLAWFUL INTERFERENCE ................................ ................................ ....32
11.6.6 ENCOUNTERING POTENTIAL HAZARDOUS CONDITIONS ....................... 32
11.6.8 EMERGENCY MEDICAL KIT AND FIRST AID KITS................................ ..... 32
11.6.9 MEDLINK SERVICES ................................ ................................ .................32
11.7 CONFIDENTIAL HUMAN FACTORS INCIDENT REPORTING PROGRAM .............. 32
11.8 ENDANGERING SAFETY ................................ ................................ ......................33

GB (OM A) HANDLING, NOTIFYING AND
REPORTING OCCURRENCES
11 - 2

OCCURRENCES
11 - 3
11. HANDLING, NOTIFYING AND REPORTING OCCURRENCES

11.1 GENERAL
When a Eurocypria Airlines aeroplane is involved in an accident or serious incident the

following basic rules apply:
 Do not respond to questions by news reporters.
 Do not discuss the accident or incident with people not belonging to the official
investigation team or not being Company officials.
 Do not express an opinion.
 Do not admit liability.
Note: Refer also to Eurocypria Emergency Response Manual (ERM).
11.2 TERMINOLOGY (EU-OPS 1.420)
11.2.1 ACCIDENT
An occurrence associated with the operation of an aeroplane which takes place between the
time any person boards the aeroplane with the intention of flight until such time as all persons
have disembarked, in which:
(a) A person is fatally or seriously injured as a result of:
(i) Being in the aeroplane,
(ii) Direct contact with any part of the aeroplane, including parts which have
become detached from the aeroplane, or,
(iii Direct exposure to jet blast,
except when the injuries ar ise from natural causes, are self-inflicted or inflicted by other
persons, or when the injuries are to stowaways hiding outside the areas normally
available to the passengers and crew, or
(b) The aeroplane sustains damage or structural failure which adversely affects the
structural strength, performance or flight characteristics of the aeroplane; and would
normally require major repair or replacement of the affected component, except for
engine failure or damage, when the damage is limited to the engine, its cowlings or
accessories; or for damage limited to propellers, wing tips, antennas, tyres, brakes,
fairings, small dents or puncture holes in the aeroplane skin: or
(c) The aeroplane is missing or is completely inaccessible.
NOTE: An aircraft is considered missing when the official search has been terminated
and the wreckage has not been located.
11.2.2 SERIOUS INCIDENT

A Serious incident is an incident involving circumstances indicating that an accident nearly
occurred. Examples are:

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 A near collision requiring avoidance manoeuvre to avoid a collision or an unsafe

situation or where an avoidance action would have been appropriate.
 A controlled flight into terrain only marginally avoided.
 An aborted T/O on a closed or engaged RWY.
 A T/O from a closed or engaged RWY with marginal separation from an obstacle.
 A landing or an attempted landing on a closed or engaged RWY.
 A gross failure to achieve predicted performance during T/O or initial climb.
 Fire or smoke in the cabin or cargo compartment, or engine fire, even though such a
fir e was extinguished by the use of extinguishing agents.
 An event requiring the emergency use of oxygen by the flight crew.
 An aircraft structural failure or engine disintegration not classified as an accident.
 Multiple malfunctions of one or more aircraft systems seriously affecting the operation
of the aircraft.
 Flight crew incapacitation during flight.
 Fuel quantity requiring the declaration of an emergency by the pilot.
 A T/O or LDG incident such as undershooting, overrunning or running off the sides of
the RWY.
 A system failure, weather phenomenon, an operation outside the approved flight
envelope or other occurrence likely to have caused difficulties controlling the aircraft.
 A failure of more than one system in a redundancy system mandatory for flight
guidance or navigation.
11.2.3 INCIDENT
An occurrence, other than an accident, associated with the operation of an aeroplane which
affects or could affect the safety of operation.
An incident includes occurrences that:
 Have jeopardised the safety of the crew, passengers or aeroplane but which has
terminated without serious injury or substantial damage.
 Have jeopardised the safety of the crew, passengers or aeroplane and has avoided
being an accident only by exceptional handling of the aeroplane or by good luck.
 Were caused by damage to, or failure of, any major component not resulting in
substantial damage or serious injury but which will require the replacement or repair of
that component.
 Have serious potential technical or operational implications.
 Cause trauma to crew, passengers or third parties.
 Could be of interest to the press and news media.
Examples of incidents include:

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 A precautionary or forced landing without subsequent substantial damage to the

aeroplane or third parties, nor serious injury to the crew, passengers or other persons.
 An engine failure or stoppage which does not consequently result in substantial
damage nor serious injuries.
 An external part of the aeroplane becoming detached in flight (loss of engine cowlings,
portions of flap or control surfaces, items of ancillary equipment or fuselage panels) not
causing substantial damage nor serious injury to a third party.
 Instances of contaminated fuel. Absence of fuel quality control.
 An altitude excursion.
 A minor taxiing accident or damage due to collision with ground equipment.
 A forced, unscheduled, change of flight plan caused by the failure of aeroplane
instruments, navigation aids or other technical failure.
 Loss of external load, with no third party claim.
 Bird strikes, Airprox, In-flight Icing.
11.2.4 SERIOUS INJURY

“Serious Injury” means an injury which is sustained by a person in a reportable accident and
which:
 Requires that person’s stay in hospital for more than 48 hours commencing within
seven days from the date on which the injury was sustained.
 Results in a fracture of any bone, except simple fractures of fingers, toes or nose.
 Involves lacerations which cause nerve, muscle or tendon damage or severe
haemorrhage.
 Involves injury to any internal organ.
 Involves second or third degree burns or any burns affecting more than five per cent of
the body surface.
 Involves verified exposure to infectious substances or injurious radiation.

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11.3 ACCIDENT AND SERIOUS INCIDENT PROCEDURES (EU-OPS 1.420)
11.3.1 COMMANDER / CREW POST ACCIDENT PROCEDURES

Note: Refer to OM A, GB 11.3.3 for the procedure to report an accident .
Immediately after an accident or a serious incident on land or a ditching and following the
evacuation of the passengers to either a sheltered location upwind of the aeroplane or into the
life raft, the Commander, senior crewmember or delegate passenger must carry out the
following duties subject to safety considerations and the prevailing situation:
 The aeroplane should be left in a safe condition with fuel off and aeroplane batteries
disconnected and equipment such as First Aid kits, Doctor’s kit, survival packs and fire
extinguishers removed.
 A headcount should be made to account for all persons on board at the time of the
accident. In the event of a person, or persons being unaccounted for, action should be
taken to recover them or locate their whereabouts.
 The needs of any injured person should be administered to as far as is possible. Such
persons should be made as comfortable as is practicable.
 The remains of any deceased persons should be decently set apart and covered.
 Activate the distress beacon and establish feasibility of using aeroplane radio
equipment. Prepare pyrotechnics, if available for immediate use. Select, mark and
prepare a rescue helicopter-landing site. If a site is not available, lay out appropriate
search and rescue signals.
 If people, dwellings, or communications facilities are very close to the scene of the
accident, consider sending for assistance, having regard to the local situation, distress
messages, transmitted and received, and the local Search and Rescue (SAR) facilities.
 If rescue is likely to be delayed for reasons of distance, or failing daylight, prepare
suitable shelters, distribute necessary rations of food and water. If necessary, ascertain
the availability of fresh water in the immediate vicin ity of the accident.
 Subsequent to rescue and subject to the location of the accident, the police should be
informed and assistance sought in the placing of guards on the aeroplane. Alternatively,
consideration should be given to hiring local watchmen.
The wreckage of the aeroplane must be preserved and unauthorised persons should not be
allowed access to it. An authorised person is any person nominated by the accident
investigation authority or regulatory authority, and usually includes police, fire and rescue
services.
11.3.2 PRESERVATION, PRODUCTION AND USE OF FLIGHT RECORDER RECORDINGS

(EU-OPS 1.160)
11.3.2.1 PRESERVATION OF RECORDINGS

a) Following an accident, the Company shall, to the extent possible, preserve the original
recorder data pertaining to that accident, as retained by the recorder for a period of 60 days
unless otherwise directed by the investigating authority.

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b) Unless prior permission has been granted by the Cyprus DCA following an incident that is
subject to mandatory reporting, the Company shall, to the extent possible, preserve the
original recorder data pertaining to that incident, as retained by the recorder for a period of
60 days unless otherwise directed by the investigating authority.
Note: The phrase “to the extent possible” means that either:
i. There may be technical reasons why all of the data cannot be preserved, or
ii. The aeroplane may have been despatched with unserviceable recording
equipment as permitted by the Company’s MEL.
c) Whenever the Cyprus DCA so directs, the Company shall preserve the original recorded
data for a period of 60 days unless otherwise directed by the investigating authority.
11.3.2.2 PRODUCTION OF RECORDINGS
The Company, within a reasonable time after being requested to do so by the Cyprus DCA,
produce any recording made by a flight recorder which is available or has been preserved.
The Company routinely retrieves DFDR recordings for Flight Data Monitoring purposes. This is
done by the removal of the PCMCIA card from the QAR and by downloading the flight data on
to the Flight Data Monitoring computer. In addition to the scheduled routine removal of flight
data, unscheduled retrieval of flight data may take place under the following circumstances:
a) When the Commander of the flight makes an entry into the Technical Log requesting
the removal of the card, in which case the card should be removed prior to the
aeroplane departure.
b) At the request of The Flight Operations Manager or his deputy.
c) At the request of the Flight Safety Officer.
Note: Non scheduled QAR data retrieval must be made following a serious incident of such nature that
prompt investigation is important and the flight data is needed to investigate the incident.
In the above cases, the PCMCIA card containing the data will be forwarded to the Flight Safety
Officer immediately and will be kept by the FSO for as long as it is considered necessary.
Additionally, the Company’s internal procedures for retrieval and production of flight recorder
recordings are as follows:
1. The Flight Operations Manager or Flight Safety Officer will make the request for the
retrieval of the Flight Data to the Technical Manager or his deputy.
2. In the case where the CVR also needs to be removed from the aeroplane, the
Technical Manager or his deputy will make the necessary arrangements for the CVR to
be removed, replaced or deactivated as per the MEL.
3. Engineering Department will make arrangements for any analysis of the Flight Data to
be returned in a sealed envelope, addressed “Private & Confidential”, to the Flight
Safety Officer.
Note: Engineering Department will not retrieve any Flight Data relevant to a specific flight unless they
have prior consent from the Operations Manager or the Flight Safety Officer.

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11.3.2.3 USE OF RECORDINGS

The cockpit voice recorder recordings will not be used for purposes other than for the
investigation of an accident or incident subject to mandatory reporting except with the consent
of all crewmember s concerned.
The flight data recorder recordings will not be used for purposes other than for the investiga tion
of an accident or incident subject to mandatory reporting except when such records are:
i. Used by the Company for airworthiness or maintenance purposes only (e.g., ECM), or
ii. De-identified (see OM A, GB 2.3.8.3 for OFDM procedures); or
iii. Disclosed under secure procedures.
11.3.3 ACCIDENT OR SERIOUS INCIDENT REPORTING PROCEDURES
11.3.3.1 GENERAL
Note: The Company must be informed, day or night, without delay.
As soon as possible after an accident, the Commander (if available) and the Company Officials
(Company Manager, Representative or Handling Agent) will ensure that the correct reporting
action is taken.
All Company officials are reminded of the need for quick and accurate reporting of accidents or
serious incidents. This is particularly important in the event of an accident or serious incident in
which:
 Fatalities or serious injuries are sustained, or
 Persons are missing or where grave political or international embarrassment may
result, or
 Serious adverse publicity may result.
It is the responsibility of the Commander to notify the Company via the quickest means
available of any accident or serious incident occurring while he was responsible for the
flight. In the event that the Commander is incapable of providing such notification, this task
shall be undertaken by any other member of the crew if they are able to do so, note being
taken of the succession of command specified in OM A, GB 4.2.2
REPORTING SEQUENCE
1. The Commander or any other crewmember, or the Company Representative or Handling
Agent if none of the crewmembers are available, shall report the accident or serious
incident to the Company via the quickest means available. Specifically he will immediately
telephone and subsequently fax the Company using the Aircraft Accident Notification
Message form shown in App endices APP.1.4.
ECA Operations Control Telephone: +357-24 643 111, ext. 0
ECA Operations Control – Hot Line: +357-24 643 114
ECA Operations Control Fax: +357-24 643 048

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Note 1: In areas where communications are difficult or liable to delays and provided no fatalities or
serious injuries have been suffered, the despatch of the Accident message may be held back
up to six hours in order to provide more comprehensive information which might become
available during that time.
Note 2: All fields of the Accident Report shall be completed. Statements need not be restricted simply to
the questions which are suggested therein.
2. The Operations Control Duty Officer will then inform the officials as required by the
Eurocypria Emergency Response Manual 1.6. Specifically he will inform:
I. The Department of Civil Aviation of Cyprus:
Tel: +357-22 404 100 (Director)
Fax: +357-22 766 552 (Director)
Mob: +357-99 636 655 (Flight Operations Inspector)
II. The Civil Aviation Authority of the State of Occurrence.
III. The Cyprus Aircraft Accident and Incident Investigation Board (AAIIB):
During office hours: Tel: +357 22 404 163/166 and Fax: +357 22 304 873
Outside office hours: +357-99 356 060 or +357-99 633 500 or +357-99 335 492
IV. The Flight Operations Manager, Eurocypria (or his deputy or FSO)
Tel: +357-24 658 006 and Fax: +357-24 659 646
Mob: +357-99 623 698 or +357-996 63266 or +357-99 631 327
V. The Cyprus Police:

Tel: +357-22 808 080 and Fax: +357-22 808 599
3. The Commander or the Company shall submit a report to the Cyprus DCA within 72 hours
of the time when the accident or serious incident occurred. The report must include the
following information:
i. Aeroplane model and registration.
ii. Name of Commander and crew particulars.
iii. Date, time (UTC) and location of the accident or serious incident.
iv. Number of persons on board at the time of the accident or serious incident.
v. Number of persons killed or seriously injured.
vi. The nature of the accident or serious incident.
vii. Brief particulars of aeroplane or third party damage.
viii. Details of any dangerous goods on board.

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11.3.4 FOLLOW-UP INFORMATION
In view of postal uncertainties and possible delays in the arrival of the Accident Report, the
person responsible shall provide the Flight Operations Manager with follow-up information
either by telephone, Fax or Telex. This should include:
 Additional information which may come to light or updating earlier information already
sent.
 Any apparent mechanical failure discovered.
 The form of investigation which may be taking place and aspects which are receiving
special consideration.
 Recommendation regarding the pilot’s return to duty as prescribed in ‘Flying after an
Accident’ below.
It is emphasised that this follow-up procedure is an essential requirement to enable the Flight
Operations Manager to decide on what further action is appropriate.
Follow-up messages addressed to the Company on matters concerning Accidents / Incidents
shall be prefixed ‘Re Accident…….’ or ‘Re Incident…….’ followed by the aeroplane registration
to which the information refers.
11.3.5 FLYING AFTER AN ACCIDENT OR SERIOUS INCIDENT
After being involved in an accident or serious incident as defined in paragraphs 11.2.1 and
11.2.2 , the crew shall not carry out any further flying duties.
Crewmembers shall remain on site, unless to undergo medical treatment or examination, and
may not be scheduled for flying duties until authorised by the Flight Operations Manager after
the preliminary findings of the investigation are known or apparent.
In order to expedite a crewmember’s return to normal flying duties, the Flight Operations
Manager or similarly authorised person may, as a result of the preliminary investigation,
recommend to the General Manager that, in his own carefully considered judgement, the
actions of the crewmember were in no way a contributory cause of the Accident, nor,
commensurate with the average ability of an alert, well-trained crewmember, contributed to any
subsequent damage.

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11.4 INCIDENTS
11.4.1 RESPONSIBILITY TO REPORT

It is every crewmember’s responsibility to:
 Report to the Commander any fault, failure, malfunction or defect which he believes
may affect the airworthiness or safe operation of the aeroplane including emergency
systems.
 Report to the Commander any incident that endangered or could have endangered the
safety of operation.
 Make use of the Company’s occurrence reporting schemes. In all such cases, a copy of
the report(s) shall be communicated to the Commander concerned.
Note: A crewmember is not obliged to report an occurrence which has already been reported by
another crewmember.
It is the Commanders responsibility to:
 Submit a report to the Cyprus DCA of any incident that endangers or could endanger
the safety of operation. The Commander may submit the report directly to the Cyprus
DCA, however, use of the Company’s Air Safety Reporting scheme is encouraged.
 Reports must be dispatched within 72 hours of the time when the incident was identified
unless exceptional circumstances prevent this.
 A Commander shall ensure that all known or suspected technical defects and all
exceedances of technical limitations occurring while he was responsible for the flight
are recorded in the aeroplane technical log. If the deficiency or exceedance of technical
limitations endangers or could endanger the safety of operation, the Commander must
in addition initiate the submission of a report to the Cyprus DCA by filing an ASR and
checking the Mandatory Occurrence Report (MOR) box in field 34.
It is the Company’s responsibility:
in the case of incidents arising fr om, or relating to, any failure, malfunction or defect in the
aeroplane, its equipment or any item of ground support equipment, or which has cause or might
caused adverse effects on the continuing airworthiness of the aeroplane, to inform the
organization responsible for the design or the supplier or, if applicable, the organization
responsible for continued airworthiness, at the same time as a report is submitted to the Cyprus
DCA.
11.4.2 CLASSIFICATION OF INCIDENTS

The decision to classify an Incident as “ Serious Incident” will normally be made by the
Operations Manager. This decision must be made as soon as possible after the event and
before the crew or aeroplane fly again.
The Flight Operations Manager is to relieve the crew from flying duties until they have been
interviewed and assessed fit for duty. Any such action would be principally to preserve the
crew’s recollection of the incident or to ensure their fitness for duty rather than for disciplinary
reasons.
If, following a serious Incident, the aeroplane lands away from base a replacement CVR, if
appropriate, is to be installed before the aeroplane flies again and the records installed at the

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time of the Incident returned to base for action. If the crew or engineers attending the Incident
know or suspect that an Incident may be classified as “Serious Incident” they should ensure
that any CVR, if fitted, is disabled after shutdown to prevent any relevant data being overwritten
when power is re-applied to the aeroplane. An entry should also be made in the aeroplane
Technical Log for the QAR PCMCIA card to be removed.
11.4.3 GUIDELINES FOR ACTIONS FOLLOWING AN INCIDENT INVOLVING DAMAGE TO

AEROPLANE BY GROUND EQUIPMENT OR OTHER AEROPLANE
In case of a serious incident where damage is caused to our aeroplane by ground equipment or
other aeroplane, experience has taught that the best course of action (derived from the
procedures in the Operations Manual), in order to ensure a successful investigation and
subsequent claim for the damages incurred is the following:
1. Make sure that none of the equipment involved in the incident is moved. Even if the
aeroplane is blocking a taxiway or if it is on a stand that is needed or if the equipment is
needed elsewhere, do not accept for anything to be moved. The scene has to remain
exactly as it was at the time of the incident, until you are sure that no further
investigation is needed. At the same time start to note down all relevant information,
e.g. name of people involved, registration of vehicles involved, time of incident, etc.
2. Take photographs of the damage to the aeroplane and of the equipment involved as
soon as possible after the incident has occurred.
3. Inform ATC and call the Aerodrome Authorities and the Police. Ask them to take
statements from the persons involved in the incident and obtain copies of these
statements and of their reports.
4. Try to obtain signed statements from witnesses whilst the Authorities are on their way to
the aeroplane.
5. Inform Eurocypria Operations Control and one of the following:
Flight Operations Manager,
Eurocypria Accident Investigator.
Flight Safety Officer.
It is vital that these actions are carried out immediately following the incident.

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11.4.4 INCIDENT REPORTING SCHEMES ( EU-OPS 1.037)
11.4.4.1 GENERAL
The overall objective of the incident reporting scheme is to use reported information to improve
the level of flight safety and not to attribute blame.
The detailed objectives of the scheme are:
i. To enable an assessment of the safety implications of each relevant incident and
accident to be made, including previous si milar occurrences, so that any necessary
action can be initiated; and
ii. To ensure that knowledge of relevant incidents and accidents is disseminated so that
other persons and organisations may learn from them.
iii. The scheme is an essential part of the overall monitoring function; it is complementary
to the normal day to day procedures and “control” systems and is not intended to
duplicate or supersede any of them. The scheme is a tool to identify those occasions
where routine procedures have failed.
iv. Occurrences should remain in the database when judged reportable by the person
submitting the report as the significance of such reports may only become obvious at a
later date.
11.4.4.2 CONFIDENTIAL / ANONYMOUS SAFETY REPORTING SCHEME

The purpose of this scheme is to enable information on incidents in which safety was affected
or information on issues that could affect safety, to reach the Flight Safety Officer, where it
would otherwise not reach him due to the reluctance of the person who wishes to file the report,
to make his name known.
A single form is used for confidential and for anonymous reports. A copy of the form can be
found in Appendices, APP.1.3. The forms can be found in the Operations Control, in the pilots’
briefing room and on the shelf where forms used by cabin crewmembers are placed. A blank
sheet of paper may also be used to file a report. The completed form must be placed in a
sealed envelope and put in the Flight Safety Officer’s mail box.
When the Flight Safety Officer receives a report, he will not copy, forward or show the report to
others without the specific permission of the person making the report.
A report may of course be made anonymously but if a name is given on the report, it can not be
overemphasised that it will only be used for the purpose of obtaining more information from the
person making the report and for supplying feedback.
11.4.4.3 AIR SAFETY REPORTING SCHEME
 GENERAL
The Company’s Air Safety Reporting Scheme is one of the two major parts of the Accident
Prevention and Flight Safety Programme (the other part being the Flight Data Monitoring
Programme). The Air Safety Reporting Scheme is used for the reporting of all types of incidents
(whether Mandatory or not) including serious incidents such as technical incidents, flight
incidents, air misses, ATC problems, bird strikes, wake turbulence, severe turbulence, TCAS,

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RA, ground collision and any other event that can provide useful information towards the
enhancement of flight safety.
The ASR reporting system is a legal requirement and must be confined to reporting events and
facts.
An illustration of the form can be found in Appendices, APP.1.2. Copies of the form can be
found in the pilots’ and cabin crewmembers briefing rooms as well as on all aircrafts’ spare
forms wallets.
Whilst all Eurocypria employees may use the ASR form to report incidents, pilots and engineers
are required by law to report incidents which are classified as mandatory.
Note: For incidents that take place during flight it is normal that the captain should file an ASR.
 OBJECTIVE OF THE SCHEME

The aims of the Accident Prevention and Flight Safety Programme and thus of the ASR scheme
are:
a) To achieve and maintain risk awareness and understanding of accident prevention by
all persons involved in flight operations.
b) To keep management informed of safety trends and uncorrected hazards within the
Company.
c) To ensure that the Cyprus DCA is advised of hazardous or potentially hazardous
incidents and defects referred to as “Occurrences” .
d) To ensure that knowledge of these occurrences is disseminated so that other persons
and organisations may learn from them.
e) To enable an assessment to be made by those concerned, of the safety implications of
each occurrence, both in itself and in relation to previous similar occurrences, so that
they may take or initiate any necessary action.
f) The overall objective of the ASRs is to use the reported information to improve the level
of flight safety and not to attribute blame.
 DEFINITION OF A REPORTABLE OCCURRENCE

In general a reportable Occurrence is:
a) Any Incident (not being a notifiable Accident).
b) Any defect in or malfunctioning of the aeroplane or any part of the aeroplane or of its
equipment, being an Incident, malfunctioning or defect endangering, or which if not
corrected would have endangered, the aeroplane, its occupants, or any other person.
c) Failure or inadequacy of facilities or services on the ground, used, or intended to be
used for, or in connection with, the operation of the aeroplane.
d) Any Incident arising from the loading or the carriage of passengers, cargo or fuel.
The overriding criterion to determine whether an occurrence is reportable is if it “ endangered, or
if not corrected, would have endangered, the aeroplane, occupants, or other persons”.
The following is a large list of reportable occurre nces; IF IN DOUBT ALWAYS FILE AN ASR:

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A. AIRCRAFT FLIGHT OPERATIONS
(i) Operation of the aircraft

a) Avoidance manoeuvres:
— risk of collision with another aircraft, terrain or other object or an unsafe situation
when avoidance action would have been appropriate;
— An avoidance manoeuvre required to avoid a collision with another aircraft, terrain
or other object;
— An avoidance manoeuvre to avoid other unsafe situations.
b) Take-off or landing incidents, including precautionary or forced landings. Incidents
such as under -shooting, overrunning or running off the side of runways. Take-offs,
rejected take-offs landings or attempted landings on a closed, occupied or incorrect
runway. Runway incursions.
c) Inability to achieve predicted performance during take-off or initial climb.
d) Critically low fuel quantity or inability to transfer fuel or use total quantity of usable
fuel.
e) Loss of control (including partial or temporary) regardless of cause.
f) Occurrences close to or above V1 resulting from or producing a hazardous or
potentially hazardous situation (e.g. rejected take-off, tail strike, engine-power loss
etc.).
g) Go around producing a hazardous or potentially hazardous situation.
h) Unintentional significant deviation from airspeed, intended track or altitude (more than
300 ft) regardless of cause.
i) Descent below decision height/altitude or minimum descent height/altitude without
the required visual reference.
j) Loss of position awareness relative to actual position or to other aircraft.
k) Breakdown in communication between flight crew (CRM) or between flight crew and
other parties (cabin crew, ATC, engineering).
l) Heavy landing — a landing deemed to require a ‘heavy landing check’.
m) Exceedance of fuel imbalance limits.
n) Incorrect setting of an SSR code or of an altimeter subscale.
o) Incorrect programming of, or erroneous entries into, equipment used for navigation or
performance calculations, or use of incorrect data.
p) Incorrect receipt or interpretation of radio-telephony messages.
q) Fuel system malfunctions or defects, which had an effect on fuel supply and/or
distribution.
r) Aircraft unintentionally departing from a paved surface.
s) Collision between an aircraft and any other aircraft, vehicle or other ground object.
t) Inadvertent and/or incorrect operation of any controls.

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u) Inability to achieve the intended aircraft configuration for any flight phase (e.g. landing
gear and gear doors, flaps, stabilisers, slats etc.).
v) A hazard or potential hazard which arises as a consequence of any deliberate
simulation of failure conditions for training, system checks or training purposes.
w) Abnormal vibration.
x) Operation of any primary warning system associated with manoeuvring the aircraft
e.g. configuration warning, stall warning (stick shaker), over-speed warning etc.
unless:
1) The crew conclusively established that the indication was false and
provided that the false warning did not result in difficulty or hazard arising
from the crew response to the warning; or
2) Operated for training or test purposes.
y) GPWS/TAWS ‘warning’ when:
1) The aircraft comes into closer pro ximity to the ground than had been planned or
anticipated; or
2) The warning is experienced in instrument meteorological conditions or at night
and is established as having been triggered by a high rate of descent (mode 1);
or
3) The warning results from failure to select landing gear or landing flaps by the
appropriate point on the approach (mode 4); or
4) Any difficulty or hazard arises or might have arisen as a result of crew response
to the ‘warning’ e.g. possible reduced separation from other traffic. This could
include warning of any mode or type i.e. genuine, nuisance or false.
z) GPWS/TAWS ‘alert’ when any difficulty or hazard arises or might have arisen as a
result of crew response to the ‘alert’.
(aa) ACAS RAs.
(bb) Jet or prop blast incidents resulting in significant damage or serious injury.
(ii) Emergencies
a) Fire, explosion, smoke or toxic or noxious fumes, even though fires were
extinguished.
b) The use of any non-standard procedure by the flight or cabin crew to deal with an
emergency when:
1. The procedure exists but is not used;
2. The procedure does not exist;
3. The procedure exists but is incomplete or inappropriate;
4. The procedure is incorrect;
5. The incorrect procedure is used.
c) Inadequacy of any procedures designed to be used in an emergency, includi ng when
being used for maintenance, training or test purposes.
d) An event leading to an emergency evacuation.
e) Depressurisation.

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f) The use of any emergency equipment or prescribed emergency procedures in order

to deal with a situation.
g) An event leading to the declaration of an emergency (‘Mayday’ or ‘panne’).
h) Failure of any emergency system or equipment, including all exit doors and lighting,
to perform satisfactorily, including when being used for maintenance, training or test
purposes.
i) Events requiring any use of emergency oxygen by any crew member. L 167/28 EN
Official Journal of the European Union 4.7.2003
(iii) Crew incapacitation

a) Incapacitation of any member of the flight crew, including that which occurs prior to
departure if it is considered that it could have resulted in incapacitation after take-off.
b) Incapacitation of any member of the cabin crew which renders them unable to
perform essential emergency duties.
(iv) Injury
Occurrences, which have or could, have led to significant injury to passengers or crew but
which are not considered reportable as an accident.
(v) Meteorology
a) A lightning strike which resulted in damage to the aircraft or loss or malfunction of any
essential service.
b) A hail strike which resulted in damage to the aircraft or loss or malfunction of any
essential service.
c) Severe turbulence encounter, an encounter resulting in injury to occupants or
deemed to require a ‘turbulence check’ of the aircraft.
d) A wind shear encounter.
e) Icing encounter resulting in handling difficulties, damage to the aircraft or loss or
malfunction of any essential service.
(vi) Security
a) Unlawful interference with the aircraft including a bomb threat or hijack.
b) Difficulty in controlling intoxicated, violent or unruly passengers.
c) Discovery of a stowaway.
(vii) Other occurrences

a) Repetitive instances of a specific type of occurrence which in isolation would not be
considered ‘reportable’ but which due to the frequency with which they arise, form a
potential hazard.

11 - 18
b) A bird strike which resulted in damage to the airc raft or loss or malfunction of any
essential service.
c) Wake-turbulence encounters.
d) Any other occurrence of any type considered to have endangered or which might
have endangered the aircraft or its occupants on board the aircraft or on the ground.
B. AIRCRAFT TECHNICAL
(i) Structural
Not all structural failures need to be reported. Engineering judgment is required to decide
whether a failure is serious enough to be reported. The following examples can be taken
into consideration:
a) Damage to a principal struc tural element (PSE) that has not been designated as
damage-tolerant (life-limited element). PSEs are those which contribute significantly
to carrying flight, ground, and pressurisation loads, and the failure of which could
result in a catastrophic failure of the aircraft;
b) Defect or damage exceeding admissible damages to a PSE that has been
designated as damage-tolerant;
c) Damage to or defect exceeding allowed tolerances of a structural element, the failure
of which could reduce the structural stiffness to such an extent that the required
flutter, divergence or control reversal margins are no longer achieved;
d) Damage to or defect of a structural element, which could result in the liberation of
items of mass that may injure occupants of the aircraft;
e) Damage to or defect of a structural element, which could jeopardise proper operation
of systems. See (ii) below;
f) Loss of any part of the aircraft structure in flight.
(ii) Systems
The following general criteria applicable to all systems are proposed:
a) Loss, significant malfunction or defect of any system, subsystem or set of equipment
when standard operating procedures, drills etc. could not be satisfactorily
accomplished;
b) Inability of the crew to control the system, for example:
1. Uncommented actions,
2. Incorrect and/or incomplete response, including limitation of movement or stiffness,
3. Runaway,
4. Mechanical disconnection or failure;
c) Failure or malfunction of the exclusive function(s) of the system (one system could
integrate several functions);
d) Interference within or between systems;

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e) Failure or malfunction of the protection device or emergency system associated with

the system;
f) Loss of redundancy of the system.
g) Any occurrence resulting from unforeseen behaviour of a system.
h) For aircraft types with single main sy stems, subsystems or sets of equipment: loss,
significant malfunction or defect in any main system, subsystem or set of equipment.
i) For aircraft types with multiple independent main systems, subsystems or sets of
equipment: the loss, significant malfunction or defect of more than one main system,
subsystem or set of equipment.
j) Operation of any primary warning system associated with aircraft systems or
equipment unless the crew conclusively established that the indication was false,
provided that the false warning did not result in difficulty or hazard arising from the
crew response to the warning.
k) Leakage of hydraulic fluids, fuel, oil or other fluids which resulted in a fire hazard or
possible hazardous contamination of aircraft structure, systems or equipment, or risk
to occupants.
l) Malfunction or defect of any indication system when this results in the possibility of
misleading indications to the crew.
m) Any failure, malfunction or defect if it occurs at a critical phase of the flight and is
relevant to the system operation.
n) Significant shortfall of the actual performances compared to the approved
performance which resulted in a hazardous situation (taking into account the
accuracy of the performance-calculation method) including braking action, fuel
consumption etc.
o) Asymmetry of flight controls; e.g. flaps, slats, spoilers etc.
The Appendix to this Annex gives a list of examples of reportable occurrences resulting
from the application of these general criteria to specific systems.
(iii) Propulsion and auxiliary power units (APUs)

a) Flameout, shutdown or malfunction of any engine.
b) Overspeed or inability to control the speed of any high-speed rotating component (for
example: APU, air starter, air cycle machine, air turbine motor, propeller or rotor).
c) Failure or malfunction of any part of an engine or powerplant resulting in any one or
more of the following:
1. Non-containment of components/debris;
2. Uncontrolled internal or external fire, or hot gas breakout;
3. Thrust in a direction different from that demanded by the pilot;
4. Thrust-reversing system failing to operate or operating inadvertently;
5. Inability to control power, thrust or rpm;
6. Failure of the engine mount structure;
7. Partial or complete loss of a major part of the powerplant;

11 - 20
8. Dense visible fumes or concentrations of toxic products sufficient to incapacitate

crew or passengers;
9. Inability, by use of normal procedures, to shutdown an engine;
10. Inability to restart a serviceable engine.
d) An uncommanded thrust/power loss, or change which is cl assified as a loss of thrust
or power control (LOTC):
1. Where it is considered excessive for the application; or
2. Where this could affect more than one engine
e) Any defect in a life-controlled part causing its withdrawal before completion of its full
life.
f) Defects of common origin which could cause an in-flight shut-down rate so high that
there is the possibility of more than one engine being shut down on the same flight.
g) An engine limiter or control device failing to operate when required or operating
inadvertently.
h) Exceedance of engine parameters.
i) FOD resulting in damage.
APUs
j) Shut down or failure when the APU is required to be available by operational
requirements, e.g. ETOPS, MEL.
k) Inability to shut down the APU.
l) Overspeed.
m) Inability to start the APU when needed for operational reasons.
(iv) Human factors

Any incident where any feature or inadequacy of the aircraft design could have led to an
error of use that could contribute to a hazardous or catastrophic effect.
(v) Other occurrences

a) Any incident where any feature or inadequacy of the aircraft design could have led to
an error of use thatcould contribute to a hazardous or catastrophic effect.
b) An occurrence not normally considered as reportable (e.g., furnishing and cabin
equipment, water systems), where the circumstances resulted in endangering the
aircraft or its occupants.
c) A fire, explosion, smoke or toxic or noxious fumes.
d) Any other event which could endanger the aircraft, or affect the safety of the
occupants of the aircraft, or people or property in the vicinity of the aircraft or on the
ground.
e) Failure or defects of passenger address system resulting in loss of, or inaudible,
passenger address system.
f) Loss of pilot seat control during flight.

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C. AIRCRAFT MAINTENANCE AND REPAIR

(i) Incorrect assembly of parts or components of the aircraft found during an inspection or
test procedure not intended for that specific purpose.
(ii) Hot bleed air leak resulting in structural damage.
(iii) Any defect in a life-controlled part causing retirement before completion of its full life.
(iv) Any damage or deterioration (e.g. fractures, cracks, corrosion, delamination,
disbonding etc.) resulting from any cause (e.g. as flutter, loss of stiffness or structural
failure) to:
(a) A primary structure or a PSE (as defined in the manufacturers' Repair Manual)
where such damage or deterioration exceeds allowable limits specified in the Repair
Manual and requires a repair or complete or partial replacement;
(b) A secondary structure which consequently has or may have endan gered the
aircraft;
(c) The engine, propeller or rotorcraft rotor system.
(v) Any failure, malfunction or defect of any system or equipment, or damage or
deterioration thereof found as a result of compliance with an airworthiness directive or
other mandatory instruction issued by a regulatory authority, when:
(a) it is detected for the first time by the reporting organisation implementing
compliance;
(b) on any subsequent compliance, it exceeds the permissible limits quoted in the
instruction and/or published repair/rectification procedures are not available.
(vi) Failure of any emergency system or equipment, including all exit doors and lighting, to
perform satisfactorily, including when being used for maintenance or test purposes.
(vii) Non-compliance or significant errors in compliance with required maintenance
procedures.
(viii) Products, parts, appliances and materials of unknown or suspect origin.
(ix) Misleading, incorrect or insufficient maintenance data or procedures that could lead to
maintenance errors.
(x) Any failure, malfunction or defect of ground equipment used for testing or checking of
aircraft systems and equipment when the required routine inspection and test procedures
did not clearly identify the problem, where this results in a hazardous situation.
D. AIR NAVIGATION SERVICES, FACILITIES AND GROUND SERVICES
1) Air navigation services (ANS)

(i) Near collision incidents (encompassing specific situations where one aircraft and
another aircraft/the ground/a vehicle/person or object are perceived to be too close to
each other):
(a) Separation minima infringement;
(b) Inadequate separation;

11 - 22
(c) Near-controlled flight into terrain (near CFIT);

(d) Runway incursion where avoiding action was necessary.
(ii) Potential for collision or near collision (encompassing specific situations having
the potential to be an accident or a near collision, if another aircraft is in the vicinity):
(a) Runway incursion where no avoiding action is necessary;
(b) Runway excursion;
(c) Aircraft deviation from ATC clearance;
(d) Aircraft deviation from applicable air traffic management (ATM) regulation:
1. Aircraft deviation from applicable published ATM procedures;
2. Unauthorised penetration of airspace;
3. Deviation from aircraft ATM-related equipment carriage and operations,
as mandated by applicable regulation(s).
(iii) ATM-specific occurrences (encompassing those situations where the ability to

provide safe ATM services is affected, including situations where, by chance, the safe
operation of aircraft has not been jeopardised).
This shall include the following occurrences:
(a) Inability to provide ATM services:
1. Inability to provide air traffic services;
2. Inability to provide airspace management services;
3. Inability to provide air traffic flow management services;
(b) Failure of Communication function;
(c) Failure of Surveillance function;
(d) Failure of Data Processing and Distribution function;
(e) Failure of Navigation function;
(f) ATM system security.
2) Aerodrome and aerodrome facilities

(a) Significant spillage during fuelling operations.
(b) Loading of incorrect fuel quantities likely to have a significant effect on aircraft
endurance, performance, balance or structural strength.
3) Handling of passengers, baggage and cargo

(a) Significant contamination of aircraft structure, systems and equipment arising from
the carriage of baggage or cargo.
(b) Incorrect loading of passengers, baggage or cargo, likely to have a significant effect on
aircraft mass and/or balance.

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(c) Incorrect stowage of baggage or cargo (including hand baggage) likely in any way to
endanger the aircraft, its equipment or occupants or to impede emergency evacuation.
(d) Inadequate stowage of cargo containers or other substantial items of cargo.
(e) Carriage or attempted carriage of dangerous goods in contravention of applicable
regulations, including incorrect labelling and packaging of dangerous goods.
4) Aircraft ground handling and servicing

(a) Failure, malfunction or defect of ground equipment used for the testing or checking of
aircraft systems and equipment when the required routine inspection and test procedures
did not clearly identify the problem, where this results in a hazardous situation.
(b) Non-compliance or significant errors in compliance with required servicing proced ures.
(c) Loading of contaminated or incorrect type of fuel or other essential fluids (including
oxygen and potable water).
NOTE 1:
When pilots consider necessary to report incidents to ATC over the R/T, they should endeavour
to specify clearly the nature of the problem to facilitate the provision of full assistance from Air
Traffic Control
NOTE 2:
If the assistance of emergency services is required whilst on ground, i.e. for fire smoke etc,
pilots must use the PAN or MAYDAY calls in order for the emergency services to be alerted the
soonest and reach the aircraft with no delay.
 SUPPORTING INFORMATION
Where they may be relevant, the following documents and information should accompany
Accident or Incident Reports:
 Photographs of the aeroplane and area,
 Position of cockpit controls and switches,
 Sketch map of the area,
 Passenger/eye witness report,
 Post Accident medical reports in respect of crew and passengers,
 Copy of the Load Sheet,
 Any relevant extracts from local legislation and/or Company instructions,
 Weather report,
 Passenger seat plan in the aeroplane,
 Extract from radio log,
 Engine power checking data for the 30 days preceding the Accident or Incident,
 Post Accident procedures carried out.

11 - 24
 FILING, HANDLING AND DISTRIBUTION OF AIR SAFETY REPORTS (ASRs)
The procedure to be followed with regards to Air Safety Reports is the following:
1. A completed ASR should be handed over to ECA Operations Control Duty Officer as
soon as possible. If an ASR is filed at outstations, it should be handed over to the Agent
who should be instructed to send the ASR via FAX / SITA immediately to the ECA
Operations Control LCA (TEL: +357-24643114, FAX: +357-24643048, SITA:
LCAOCUI). The original ASR should then be brought to Operations Control by the
fastest means possible and handed over to the Duty Officer.
ASR’s which are of a sensitive nature AND which do not concern Engineering in any
way, may be sent directly to the FSO if the person filing the ASR so wishes. The ASR
should be placed in a sealed envelope marked “FLIGHT SAFETY OFFICE –
CONFIDENTIAL ASR” and sent by messenger to the Head Office. It is emphasized
that only ASR’s which are of a sensitive nature and do not involve technical faults in any
way may be sent using this method.
The FSPA will consult the D/O about the Reference number for the ASR.
2. When the Duty Officer receives an ASR and without delay, he will insert the ECA REF.
No., note the details in the ASR Log File and then send copies of the ASR to
Eurocypria Engineering Senior Engineer (FAX: 24643207) and Operations Department
(FAX: 24659646). The original ASR should be sent to the Flight Safety Office. The Duty
Officer will also inform the Flight Safety Officer via email or telephone as soon as
practicable providing him with a summary of the ASR. The Flight Safety Officer may
inform the Operations Manager and / or the General Manager if he considers it
necessary to do so, e.g., for ASRs regarding serious incidents.
3. Once an ASR is received by the Flight Safety Office, it will be sent to the Department of
Civil Aviation (Fax 22 766 552) and the Cyprus AAIB (Fax 22 304 873). ASRs for
incidents that are considered to qualify for Mandatory Reporting (MOR) will be sent to
the DCA within 72 hours of the incident taking place. The ASR will also be sent to the
Quality Manager and any other Flight Safety Committee members as necessary. The
ASR details will be recorded in the ASR record sheet and any correspondence or
decisions relevant to it will be recorded into the Flight Safety Log Form which can be
found in the ASR database and the ASR files.
4. The Flight Safety Officer will assess all ASRs received with regards to urgency and
severity vs. probability of re-occurrence (risk assessment) and will, if required, suggest
corrective actions with regards to the ASR.
5. When the actions taken are deemed satisfactory by the FSO, he will close the ASR,
inform the Department of Civil Aviation and provide feedback to the person who filed
the report. ASRs that need further attention will be discussed at the next Flight Safety
Committee meeting.
6. The Quality Manager will be kept informed at all times about the status of all ASRs. In
particular, the QM will be privy to all correspondence and all decisions with regards to
ASRs. The Quality Manager is responsible for ensuring the implementation of the
suggestions put forward by the Flight Safety Officer and for assessing the effectiveness
of actions resulting from these suggestions. In case the actions are not effective he will

OCCURRENCES
11 - 25
inform the FSO and will raise the issue in the next Flight Safety Committee meeting.
The FSO may then re-open the ASR for further investigation and actions.

11 - 26

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11 - 27
INCIDENT INVESTIGATION
11.4.4.4 OBJECTIVE
It is Company policy that the purpose of incident reporting and investigation is not to apportion
blame but to improve safety. It must however be appreciated that where there is clear evidence
of serious negligence or incompetence, the Company has a duty to take any action that may be
necessary to ensure the future safety of its aeroplane and their occupants.
11.4.4.5 INVESTIGATION PROCEDURES

All Incidents are to be investigated if the purpose of the Incident reporting scheme is to be
served; the depth of the investigation required depending upon the seriousness of the Incident.
It is important that all Incident reports should include sufficient information for the Incident to be
fully assessed by the company’s Flight Safety function. The Flight Operations Manager is to
ensure that both Flight Operations and Engineering Departments give a full account of the
Incident, its causes and its consequences both actual and potential.
For incidents that are reported by Air Safety Reports and which are not categorized as serious
incidents by the Flight Operations Manager, the filing, handling and distribution of ASRs
procedures outlined above will be followed. For incidents that are categorized as serious by the
Flight Operations Manager a decision will be made as to how and by whom the investigation
will be carried out. Particularly, the Flight Operations Manager (and Technical Manager if the
incident is a Technical one) will decide:
a) Who will investigate the incident. Depending on the nature of the incident the
investigation may be carried by Operations or by Engineering alone or jointly by
Operations and Engineering. It may be carried out by the Flight Operations Manager
and/or the Technical Manager or delegated to the Flight Safety Officer or to a suitably
qualified Captain and Licensed Engineer. In the case of Serious Incidents, as defined
above, the investigation is to be conducted formally and both the Operations and
Engineering investigators are to be senior members of the operation (e.g. Training
manager, Flight Safety Officer, and Technical Manager). All investigators should be
present at all interviews, component inspections etc. and their report should be jointly
produced
b) To make all relevant documents available to the person/s carrying out the investigation.
c) Whether the persons involved will be suspended pending the outcome of the
investigation.
11.4.4.6 INVESTIGATION REPORTS

The committee will investigate the incident and compile its report which will include any
recommendations the committee may make. The Flight Safety Officer may also make
recommendations with regards to the incident. The report along with any recommendations
made will be forwarded to the General Manager and Quality Manager and to others as deemed
necessary by the Flight Operations and Technical Managers or as required by Cyprus Law.

11 - 28
11.4.4.7 ACTIONS WITH REGARDS TO INVESTIGATIONS

As stated above, the purpose of incident investigation is to enhance safety by:
a) Improving/implementing procedures to avoid similar incidents in the future.
b) Learning from mistakes.
c) Disseminating information which emerges as a result of the investigation to others.
d) It is the responsibility of the Incident Investigation Team and of the Flight Safety Officer
to make recommendations for corrective actions with regards to the incident.
The implementation of the proposals made by the Incident Investigation Team and the Flight
Safety Officer and the monitoring of the effectiveness of changes which result from such
proposals shall be the responsibility of the Quality Manager.

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11 - 29
11.5 INFORMING BASE OF OCCURRENCES
The following is intended as guidance to aeroplane Commanders experiencing a technical

malfunction or other occurrence away from base.
In all cases where the nature or extent of a problem is such that the flight cannot be continued
normally, advice shall be sought from Managerial and Engineering staff at the operating base.
Whenever possible, the first point of contact should be with the Operations Control Duty Officer
who will then alert the appropriate personnel for consultation.
Whilst it is difficult to formulate a hard and fast rule to co ver every possible situation, the
general principle shall apply that unless the aeroplane is judged serviceable to public transport
standards it shall not be ferried back to base until the problem has been fully researched.
It follows that a return to base “without passengers” will not normally be undertaken and then
only when specifically authorised by Management at Base and with the concurrence of the
aeroplane Commander who will retain at all times the ultimate “NO-GO” decision.
Because of the attendant risk of misunderstanding due to poor communications, crews
stranded away from base should arrange to discuss their problem by a radio/telephone link call
if possible having alerted the relevant Base personnel to stand-by through HF radio.
In the case of cr ews experiencing in-flight unserviceability which in the opinion of the
Commander can be rectified on return to Base, the symptoms must still be reported on VHF or
HF. This will also enable the Engineering Department to prepare themselves to rectify the
defects when the aeroplane lands.
It is mandatory that crews inform their operating base of occurrences such as bird-strikes, minor
illnesses etc. as well as technical defects before continuing the flight, and if it is impractical, as
soon as possible after take-off.
Note: The Cyprus Aeroplane Accident and Incident Investigation Board (AAIIB) requests that,
in the event of a technical or other problem, pilots clearly specify the nature of the
problem to the Air Traffic Control Units in order to facilitate the provision of full
assistance.

11 - 30
11.6 SPECIFIC REPORTS (EU-OPS 1.420)
The following Occurrences require specific notification and reporting methods:
11.6.1 AIR TRAFFIC INCIDENTS
A Commander shall without delay notify the air traffic service unit concerned of the inci dent and
shall inform them of his intention to submit an air traffic incident report after the flight has ended
whenever an aeroplane in flight has been endangered by:
i. A near collision with any other flying device.
ii. Faulty air traffic procedures or lack of compliance with applicable procedures by air
traffic services or by the flight crew.
iii. Failure of air traffic services facilities.
In addition, the Commander shall file an ASR marking the boxes “AIRMISS/ATC”, “TCAS” (if
required), and “ MOR” as soon as possible.
11.6.2 AIRBORNE COLLISION AVOIDANCE SYSTEM RESOLUTION ADVISORY
A Commander shall notify the air traffic service unit concerned as per Eurocypria SOPs
whenever an aeroplane in flight has manoeuvred in response to an ACAS Resolution Advisory.
In addition, the Commander shall file an ASR marking the boxes “AIRMISS/ATC”, “TCAS” (if
required), and “ MOR” as soon as possible.
11.6.3 BIRD HAZARDS AND STRIKES
a) A Commander shall immediately inform the local air traffic service unit whenever a potential
bird hazard is observed.
b) If he is aware that a bird strike has occurred, a Commander shall file an ASR and mark it as
MOR whenever an aeroplane for which he is responsible suffers a bird strike that results in
significant damage to the aeroplane or the loss or malfunction of any essential service. If
the bird strike is discovered when the Commander is not available, the operator is
responsible for submitting the report.
c) In the case of bird strikes, which do not result in damage, DCA AIC C9/85 states that,
“Pilots, Operators and Aerodrome Personnel need to report bird strikes using the attached
form AV50, irrespective of the type of aeroplane and the degree of damage. The completed
form should be sent to the Director, Department of Civil Aviation, Nicosia, when a bird strike
occurs or when evidence of such strike is discovered by Flight, maintenance and other
aeroplane personnel”. Such reports though do not come under the Company's Air Safety
Reporting scheme. Whenever you report a bird strike using this form please send it to the
FSO directly (don't hand it over to the Duty Officer) who will then ensure that it reaches the
DCA. Refer to Appendices, APP.1.5 for a sample form, copies of which may be found in the
pilots’ briefing rooms.
d) Note also that there are other Authorities that request reports for bird strikes and use
specific bird strike forms for this purpose.

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11.6.4 DANGEROUS GOODS INCIDENTS AND ACCIDENTS
The Commander, or in his absence the Company, shall report all Dangerous Goods Incidents
and Accidents to the Cyprus DCA and the appropriate Authority in the State where the accident
or incident occurred. Any type of Dangerous Goods Accident or Incident will be reported
irrespective of whether the Dangerous Goods are in cargo, mail, passengers’ baggage or crew
baggage. The discovery of undeclared or misdeclared Dangerous Goods will also be reported.
Note: Refer also to OM A, GB 9.3, Dangerous Goods – Procedures for responding to emergency situations.
 INITIAL REPORT
If an aeroplane which is carrying Dangerous Goods is involved in an incident, an initial verbal
report should be made by the Commander as soon as possible to the local ATCC. The
information given must be sufficient to enable any hazards created by the Dangerous Goods to
be minimised. The report must include the proper shipping name, UN/ID number, class/division
any identified subsidiary risks, the compatibility group for explosives, the quantity and the
location on board the aeroplane.
 SUBSEQUENT REPORT
An ASR must be filed as soon as possible marking the boxes “ASR” and “MOR” and inserting
the title “DANGEROUS GOODS INCIDENT” in the box 26 of the form. The ASR will be sent to
the DCA within 72 hours of the incident taking place.
The ASR must contain all the information known at the time it is compiled, including:
 The date, location, flight number and flight date (when these are applicable).
 The reference number of the air waybill, pouch, baggage tag, ticket, etc.
 A description of the goods, including the proper shipping name and UN/ID number
(when applicable), class/division and any subsidiary risk.
 The type of packaging and the packaging specification marking (when these are
applicable) and quantity involved.
 The name and address of the shipper, passenger, etc.
 The suspected cause of the Accident or Incident.
 The action taken, if any.
 Any other reporting action taken.
 Any other relevant details.
 The name, title, address and contact number of the person making the report.
Copies of the relevant documents and any photographs taken must be attached to the report.
If necessary, a subsequent report will be made as soon as possible giving whatever additional
information has been established.

11 - 32
11.6.5 UNLAWFUL INTERFERENCE
Following an act of unlawful interference on board an aeroplane, the Commander shall notify
the local ATCC and Authorities (e.g., the local police) and file an ASR as soon as practicable
marking the boxes “ASR” and “MOR” and the title ‘UNLAWFUL INTERFERENCE’ in box. The
Company will send the ASR to the Local Authority and the Cyprus DCA. In the absence of the
Commander the company will file and send the ASR.
11.6.6 ENCOUNTERING POTENTIAL HAZARDOUS CONDITIONS
The Commander of a Eurocypria aeroplane must notify the appropriate air traffic services unit
as soon as practicable whenever a potentially hazardous condition such as an irregularity in a
ground or navigational facility, a meteorological phenomenon or a volcanic ash cloud is
encountered during flight.
In addition, the Commander shall file an ASR marking the boxes “ASR” and “MOR” as soon as
possible.
11.6. 7 DEATH ON BOARD
Refer to Section 6 (Par. 6.3.9) of this manual
11.6.8 EMERGENCY MEDICAL KIT AND FIRST AID KITS
Refer to Section 6 (Par. 6.3.5) of this manual.
11.6.9 MEDLINK SERVICES
Refer to Section 6 (Par. 6.3.6) of this manual
11.7 CONFIDENTIAL HUMAN FACTORS INCIDENT REPORTING PROGRAM

(CHIRP)
Reports of Incidents or Occurrences involving human factors and/or errors which the reporter
wishes to remain confidential may be sent to the Defence Research Agency (DRA) Centre for
Human Studies at Farnborough.
Tel: +44-1252-392654 or 394375 or 395013.
Fax: +44-1252-394290. Web: www.chirp.co.uk.
11.7.1.1 Additionally, the Eurocypria “CONFIDENTIAL / ANONYMOUS SAFETY REPORTING

SCHEME” may be used (OM A, GB 11.4.4.2)

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11.8 ENDANGERING SAFETY

No person shall:
a) Recklessly or negligently act or omit to act so as to endanger an aeroplane or person
therein.
b) Recklessly or negligently act or omit to act so as to cause or permit an aeroplane to
endanger any person or property.

11 - 34

LEASING GB (OM A)
13 - 1
TABLE OF CONTENTS
13.1 INTRODUCTION ................................................................ ................................ ..... 3

13.2 TERMINOLOGY ................................ ................................ ................................ ...... 3
13.3 LEASING OF AEROPLANES BETWEEN COMMUNITY OPERATORS ...................... 4
13.3.1 W ET LEASE– OUT ........................................................................................................4
13.3.2 ALL LEASES EXCEPT WET LEASE – OUT.............................................................4
13.3.3 WET LEASE – IN OF AEROPLANES AT SHORT NOTICE ................................. 4
13.4 LEASING OF AEROPLANES BETWEEN A COMMUNITY OPERATOR AND ANY
ENTITY OTHER THAN A COMMUNITY OPERATOR ................................ ................ 5
13.4.1 DRY LEASE – IN ............................................................................................................. 5
13.4.2 WET LEASE – IN ............................................................................................................. 5
13.4.3 DRY LEASE – OUT .........................................................................................................5
13.4.4 WET LEASE – OUT ........................................................................................................6
13.4.5 WET LEASE – IN OF AEROPLANES AT SHORT NOTICE ................................. 6

GB (OM A) LEASING
13 - 2

LEASING GB (OM A)
13 - 3
13. LEASING
13.1 INTRODUCTION
Leasing of aeroplanes is differentiated between either “both the lessor and lessee are
Community operators” or “one of the parties being a Community operator and the other party an
entity other than a Community operator”. In order to maintain a high level of safety and to avoid
large variations of maintenance and/or operational standards, larger requirements are imposed
in the case of leasing of aeroplanes between a Community operator and entity other than a
Community operator.
13.2 TERMINOLOGY
Terms used in this chapter have the following meaning:
• DRY LEASE
Is when an aeroplane is operated under the AOC of the lessee.
 WET LEASE
Is when an aeroplane is operated under the AOC of the lessor.

• DRY LEASE–IN
Is when an aeroplane, leased by Eurocypria, is operated under the AOC of Eurocypria.
• DRY LEASE–OUT
Is when an aeroplane, normally operated by Eurocypria, is leased to another operator
and during the period of the lease is operated under the AOC of that operator.
• WET LEASE–IN
A foreseen need for an aeroplane, leased by Eurocypria, which is operated under the
AOC of another operator.
• SHORT NOTICE WET LEASE–IN
A circumstance in which Eurocypria is faced with an immediate, urgent and unforeseen
need for a replacement aeroplane for a period not exceeding five consecutive days.
The aeroplane, leased by Eurocypria, is operated under the AOC of another operator.
• WET LEASE–OUT
A foreseen need for an aeroplane, operated by Eurocypria, which is leased to another
operator and during the period of the lease is operated under the AOC of Eurocypria.
• SHORT NOTICE WET LEASE–OUT
A circumstance in which another operator is faced with an immediate, urgent and
unforeseen need for a replacement aeroplane for a period not exceeding five
consecutive days. The aeroplane, operated by Eurocypria, is leased to that operator
and during the period of the lease is operated under the AOC of Eurocypria.
• COMMUNITY OPERATOR
An operator holding an EU- OPS 1 AOC issued by one of the JAA Member States.

GB (OM A) LEASING
13 - 4
13.3 LEASING OF AEROPLANES BETWEEN COMMUNITY OPERATORS
13.3.1 WET LEASE–OUT

If Eurocypria wet leases-out an aeroplane and complete crew to another Community operator in
accordance with Council Regulation (EEC) No 2407/92 of 23 July 1992 on licensing of air
carriers and retains all the functions and responsibilities as laid down in the terms and
conditions of Eurocypria’s AOC, then Eurocypria shall remain the operator of the aeroplane.
13.3.2 ALL LEASES EXCEPT WET LEASE–OUT

a) Except as provided in paragraph 13.3.1 above, Eurocypria, in the event of utilising an
aeroplane from, or providing it to, another Community operator, must obtain prior approval
for the operation from the Cyprus DCA. Any conditions which are part of this approval must
be included in the lease agreement.
b) Those elements of the lease agreements which are approved by the Cyprus DCA, other
than leasing agreements in which an aeroplane and completer crew are involved and no
transfer of functions and responsibilities is intended, are all to be regarded, with respect to
the leased aeroplane, as variations of the AOC under which the flights will be operated.
13.3.3 WET LEASE-IN OF AEROPLANES AT SHORT NOTICE

Eurocypria holds a general approval from the Cyprus DCA to wet lease-in aeroplanes from
other Community operators holding an OPS 1 AOC, in circumstances where is faced with an
immediate, urgent and unforeseen need for a wet lease-in replacement aeroplane, in
accordance to the following conditions:
a) Eurocypria should maintain a record of occasions when other Community operators are
used for wet lease-in of aeroplanes, for inspection by the Cyprus DCA., and
b) The routes intended to be flown are contained within the authorized areas of operations
specified in the AOC of the Community operator providing the wet lease-in aeroplane,
and
c) The lease period does not exceed five consecutive days; and
d) For the duration of the lease, the flight and duty time limitations and rest requirements
used by the Community operator providing the wet lease-in aeroplane are not more
permissive than those applied to Eurocypria.

LEASING GB (OM A)
13 - 5
13.4 LEASING OF AEROPLANES BETWEEN A COMMUNITY OPERATOR

AND ANY ENTITY OTHER THAN A COMMUNITY OPERATOR
13.4.1 DRY LEASE–IN

a) Eurocypria shall not dry lease-in an aeroplane from an entity other than a Community
operator, unless approved by the Cyprus DCA. Any conditions which are part of this
approval must be included in the lease agreement.
b) Eurocypria shall ensure that, with regard to aeroplanes that are dry leased-in, any
differences from the requirements prescribed in OPS 1, Subparts K, L, and/or OPS
1.005(b), are notified to and are acceptable to the Cyprus DCA.
13.4.2 WET LEASE–IN

a) Eurocypria shall not wet lease-in an aeroplane from an entity other than a Community
operator without the approval of the Cyprus DCA.
b) Eurocypria shall ensure that, with regard to aeroplanes that are wet leased-in:
i. The safety standards of the lessor with respect to maintenance and operation are
equivalent to (OPS 1),
ii. The lessor is an operator holding an AOC issued by a State whic h is a signatory to the
Chicago Convention,
iii. The aeroplane has a standard Certificate of Airworthiness issued in accordance with
ICAO Annex 8. Standard Certificates of Airworthiness issued by a JAA Member State
other than the State responsible for issuing the AOC, will be accepted without further
showing when issued in accordance with PART-21, and
iv. Any requirement made applicable by the Cyprus DCA is complied with.
13.4.3 DRY LEASE – OUT

Eurocypria may dry lease-out an aeroplane for the purpose of commercial air transportation to
any operator of a State which is a signatory to the Chicago Convention provided that the
following conditions are met:
a) The Cyprus DCA has exempted Eurocypria from the relevant provisions of OPS PART1
and, after the foreign Regulatory Authority has accepted responsibility in writing for
surveillance of the maintenance and operation of the aeroplane(s), has removed the
aeroplane from its AOC, and
b) The aeroplane is maintained according to an approved maintenance programme.

GB (OM A) LEASING
13 - 6
13.4.4 WET LEASE – OUT

If Eurocypria wet leases-out an aeroplane and complete crew to another entity, in accordance
with Regulation (EEC) No 2407/92 and retaining all the functions and responsibilities as laid
down in the terms and conditions of Eurocypria’s AOC, then Eurocypria shall remain the
operator of the aeroplane.
13.4.5 WET LEASE-IN OF AEROPLANES AT SHORT NOTICE

In circumstances where Eurocypria is in need to wet lease-in a replacement aeroplane from an
operator other than a Community operator to cater for situations in which the need is
immediate, unforeseen and urgent, the prior approval of the Cyprus DCA is required.
The Cyprus DCA may approve individual non-Community operators whose Company names
should then be placed in a list maintained by Eurocypria, in accordance to the following
conditions:
a) Eurocypria should maintain a record of occasions when non-Community operators are
used for wet lease-in of aeroplanes, for inspection by the Cyprus DCA., and
b) The non-JAA lessor is an operator holding an AOC issued by a State which is a
signatory to the Convention of International Civil Aviation, and
c) Unless otherwise agreed by the Cyprus DCA, Eurocypria audits the operation of the
non-JAA lessor to confirm compliance with operating and aircrew training standards
equivalent to OPS 1, maintenance standards equivalent to JAR-145 and aeroplane
certification standards as prescribed in JARs or FARs, and
d) The routes intended to be flown are contained within the authorized areas of operations
specified in the AOC of the non-Community operator providing the wet lease-in
aeroplane, and
e) The lease period does not exceed five consecutive days; and
f) For the duration of the lease, the flight and duty time limitations and rest requirements
used by the non-Community operator providing the wet lease-in aeroplane are not more
permissive than those applied to Eurocypria.
Eurocypria is responsible for providing all relevant information to the Cyprus DCA in order to
support the initial application and any revalidations.
Initial approval and any revalidations for wet lease-in of aeroplanes from non-Community
operators, issued by the Cyprus DCA, shall remain valid for a period not exceeding 12 months.

APPENDICES GB (OM A)
APP - 1
TABLE OF CONTENTS
APP.1 FORMS
APP.1.1 JOURNEY LOG (JOURNEY LOG - COMMANDER’S REPORT - AUTOLAND
REPORT, (GENERIC AND EXAMPLE) …..…………………..............................................3
APP.1.2 AIR SAFETY REPORT……………………………………………………………....7
APP.1.3 CONFIDENTIAL REPORT………………………….......................................…. ..9
APP.1.4 AIRCRAFT ACCIDENT NOTIFICATION MESSAGE…..…………………........11
APP.1.5 BIRD STRIKE………….…………………………………………………………....12
APP.1.6 ACCIDENT / INCIDENT / UNRULY PASSENGER……………………………..13
APP.1.7 EXTENSION OF FLYING DUTY PERIOD…………………………………........14
APP.1.8 REDUCTION OF REST………………....………..………………………………..16
APP.1.9 TECHNICAL LOG…………………………………….……………………………..17
APP.1.10 CABIN LOG……...……………………………………………………………........18
APP.1.11 NOTIFICATION TO CAPTAIN (NOTOC).……… ……………..………………..19
APP.1.12 DANGEROUS GOODS OCCURRENCE REPORT………………...……..…..21
APP. 1.13 B737-800 WAKE VORTEX ENCOUNTER REPORTING FORM ……………24
APP. 1.1.14 MISSING ITEMS FORM…………………………………………………………26
APP.1.1.15 ECA OPERATIONS MANUAL NOTICE OF PROPOSED AMENDMENT….27
APP.2 EUROCYPRIA GENERAL CONDITIONS………………………………………….……29

APP.2.1 DISCIPLINE………………………………………………………………………….29
APP.2.1.1 COMMANDER’S RESPONSIBILITY……..………………………………..29
APP.2.1.2 SUSPENSION FROM DUTY………………………………………………..29
APP.2.1.3 CONFIDENTIAL REPORTS………………………………………………...29
APP.2.2 APPEARANCE………………………………………………………………………30
APP.2.2.1 COMMANDER’S RESPONSIBILITY…………..…………………………..30
APP.2.2.2 PERSONAL…………………………………………………………………...30
APP.2.2.3 UNIFORMS……………………………………………………………………30
APP.2.2.4 LOSS OF OR DAMAGE OF UNIFORMS………………………………….30
APP.2.2.5 CABIN CREW OPERATING OUR OF UNIFORM………………………..30
APP.2.2.6 SMOKING……………………………………………………………………..30
APP.2.3 DISCIPLINARY RULES AND PROCEDURES…………………………………..31
APP.2.3.1 DISCIPLINARY RULES AND PROCEDURES – SUMMARY…………...31
APP.2.3.2 COUNSELLING ……………………………………………..…………........31

GB (OM A) APPENDICES
APP - 2
APP.2.3.3 FORMAL PROCEDURES…………………………………………………...31

APP.2.3.4 GROSS MISCONDUCT……………………………………………………..31
APP.2.3.5 APPEALS……………………………………………………………………...32
APP.2.3.6 GRIEVANCE PROCEDURES………………………………………………32
APP.2.3.7 WARNINGS…………………………………………………………………...32
APP.2.3.8 TERMS AND CONDITIONS OF SERVICE (CONTRACTS)…………….32

APP - 3
APP. APPENDICES
APP.1 FORMS
APP.1.1 JOURNEY LOG (JOURNEY LOG – COMMANDER’S REPORT – AUTOLAND

REPORT)

APP - 4

APP - 5

APP - 6

APP - 7

APP - 8
APP.1.2 AIR SAFETY REPORT

APP - 9

APP - 10
APP.1.3 CONFIDENTIAL REPORT

APP - 11

APP - 12
APP.1.4 AIRCRAFT ACCIDENT NOTIFICATION MESSAGE

APP - 13
APP.1.5 BIRD STRIKE

APP - 14
APP.1.6 ACCIDENT / INCIDENT / UNRULY PASSENGER

APP - 15
APP.1.7 EXTENSION OF FLYING DUTY PERIOD

APP - 16

APP - 17
APP.1.8 REDUCTION OF REST

APP - 18
APP.1.9 TECHNICAL LOG

APP - 19
APP.1.10 CABIN LOG

APP - 20
APP.1.11 NOTIFICATION TO CAPTAIN (NOTOC)

APP - 21

APP - 22
APP.1.12 DANGEROUS GOODS OCCURRENCE REPORT

APP - 23

APP - 24
APP.1.13 B737-800 WAKE VORTEX ENCOUNTER REPORTING

FORM FOR PILOTS
Captain’s NAME, (Optional): _____________________________________

Co-pilot’s Name: (Optional): _____________________________________
Date of incident
Date and Time:
Time (UTC)
Height  m /  ft
Altitude Altitude  m /  ft
Flight Level
Location
Country
Geographic Position
Airport
Runway
Details  take off
 initial climb
 climb
 cruise
 descent
Phase of Flight  holding
 approach
 final
 touch-down
 taxiing
 other
Were you turning?  yes  no  n/a
Which holding pattern were
you in, if any?
Were you:  high  low  on the glide path
Were you:  left  right  on the centre-line
Weight: kg
IAS kts
Heading degrees
Other What led you suspect wake
vortex was the cause of the
disturbance?

APP - 25
Did you experience If yes please describe:

vertical acceleration?
 yes  no
What was the change in Pitch:

altitude? Please estimate
angle.
Role:
Yaw:
Was there any change in  yes
altitude?  no
 n/a
Was there buffeting?  yes
 no
 n/a
Was there stall warning?  yes
 no
 n/a
Was the autopilot  yes
engaged?  no
 n/a
What control action was  yes
taken?  no
 n/a
Could you see the aircraft  yes
suspected of generating  no
the wake vortex?
 n/a
If yes, what was it? Make:
Model:
Series:
Where was it relative to Separation distance:
your position?
Clock reference:
Were you aware of the  yes
preceding aircraft type  no
before the encounter?
 n/a
NOTE: PLEASE FORWARD TO FLIGHT OPERATIONS SSO THE SOONEST

APP - 26
APP.1.14 MISSING ITEMS FORM
FLIGHT OPERATIONS
MISSING ITEMS FORM
Please record any missing items or forms from books/manuals/spare forms wallet etc. on board
the aircraft. After completion submit to Ground Operations with the journey log.
A/C REG.: 5B-DB………
MISSING ITEM OR PAGE: ………………………………………………………………………
MANUAL OF PUBLICATION: ……………………………………………………….……………
ENTERED BY: ……………………………………………………....……………………………..
DATE: ……………………………………………………..…………………………………………
FOR ADMINISTRATION
ACTION TAKEN BY: …………………………….. DATE: ……………
FO/Rev.1/Sep07

APP - 27
EUROCYPRIA
OPERATIONS MANUAL
NOTICE OF PROPOSED AMENDMENT
MANUAL REASON FOR AMENDMENT EFFECTIVE

PART/SECTION DATE

APP - 28
MANUAL REASON FOR AMENDMENT EFFECTIVE

PART/SECTION DATE
Operator’s signature: …………………………………………. Date: ………………………………
Name: CAPT. YEROLEMOU XANTHOS ……………Title: FLIGHT OPERATIONS MANAGER
DCA COMMENT, ACCEPTANCE AND/OR APPROVAL (delete as appropriate)
The proposed amendment is accepted for incorporation in the Operations Manual effective from ……………...
(Date), but may be subject to future comment.
The proposed amendment affects material requiring formal approval from the following JARs:
The amendment is approved for incorporation in the Operations Manual effective from ………… (Date), and
the Operations Approval has been issued / remains affective / has been reissued. (delete as appropriate)
The proposed amendment includes some material that does not affect the continued validity fo the
Operations Approval and this material is accepted for incorporation in the Operations Manual effective from
………. (Date), but may be subject to future comment. In addition, the proposed amendment affects material
requiring formal approval arising from the following JARs:
The amendment is approved for incorporation in the Operations Manual effective from ………… (Date), and
the Operations Approval has been issued / remains effective / has been reissued. (delete as appropriate)
DCA Signature: …………………………………….. Date: ………………………………..
Name: ………………………………………………… Title: ………………………………..

APP - 29
APP.2 EUROCYPRIA GENERAL CONDITIONS
APP.2.1 DISCIPLINE
APP.2.1.1 COMMANDER’S RESPONSIBILITY

In addition to setting and maintaining a high standard of discipline and behaviour for himself,
the Commander is responsible for ensuring that his Flight and Cabin Crew attain an equally
high standard in the air and on the ground, including transits and night stops.
At overseas stations, a Commander may be called upon to exercise authority over the
crewmembers of other Commanders, in which case he wi ll do so while making every effort to
contact the Commander concerned.
APP.2.1.2 SUSPENSION FROM DUTY

A Commander may suspend a crew member from duty on the grounds of unfitness for service.
If this is on medical grounds then the obtaining of a doctor’s certificate should be considered.
APP.2.1.3 CONFIDENTIAL REPORTS

The Commander is responsible for submitting confidential reports when necessary on members
of his Flight and Cabin Crew. Where a report contains criticism of a crew member this shall be
discussed with the individual concerned.

APP - 30
APP.2.2 APPEARANCE
APP.2.2.1 COMMANDER’S RESPONSIBILITY

The Commander is responsible that he and his crew shall always present a good personal
appearance. This is particularly important when being photographed.
APP.2.2.2 PERSONAL
Flying staff must pay particular attention to smart and courteous deportment as well as to the
condition of their uniform. The efficiency and indeed the safety of an airline is measured by a
large section of the travelling public by the appearance, deportment and general bearing of its
personnel, particularly flying staff.
APP.2.2.3 UNIFORMS
Uniforms specifications, instructions regarding issue and replacement, and details of
decorations that may be worn are published elsewhere, but the general rules as laid down
below must be observe.
Uniform should normally be worn only when on duty, and flying staff should avoid as far as
possible appearing in public places in uniform when not on duty.
In hot weather at any station, Commanders may exercise their discretion as to whether or not
jackets are to be worn. When jackets are not worn, badges of rank must be worn on shirt
epaulettes.
Shirt sleeves may be short or long, but long sleeved shirts must be buttoned at the wrist when
visiting the passenger cabin.
Caps will be worn with uniform except where politeness demands their removal.
In the event of an emergency, e.g. evacuation, crew should wear caps where practicable since
this enables passengers more readily to identify those in authority.
Instructions for the wearing of uniform by Cabin Crew are laid down in the Cabin Safety
Procedures Manual (CSPM).
APP.2.2.4 LOSS OF OR DAMAGE OF UNIFORMS

Loss of any item of uniform must be reported to the Department’s Manager so that any
necessary uniform repair or replacement may be initiated and allocation of costs made.
APP.2.2.5 CABIN CREW OPERATING OUT OF UNIFORM

There may be an occasion, e.g. lost baggage, when some Cabin Crew members are unable to
operate in uniform. In these circumstances it remains a requirement that in order to operate with
passengers on board, at least the “legal minimum number” of Cabin Crew must be in uniform.
APP.2.2.6 SMOKING
Flying staff in uniform should use discretion when smoking in public places.

APP - 31
APP.2.3 DISCIPLINARY RULES AND PROCEDURES

Full details of the Disciplinary Procedures are obtainable from the Personnel and Administration
Services Manager. Familiarity of these Procedures forms an integral part of Aircrew Terms and
Conditions of Employment.
APP.2.3.1 DISCIPLINARY RULES AND PROCEDURES – SUMMARY

Allegations of gross misconduct, indiscipline and unsatisfactory standards will either be
investigated initially by the Operations Manager or by his nominee.
APP.2.3.2 COUNSELLING
As an alternative to formal disciplinary procedures, the Operations Manager may consider
counselling as an appropriate method to improve standards.
APP.2.3.3 FORMAL PROCEDURES

Disciplinary action, other than cases of alleged gross misconduct will take the form of:
 Stage 1 - Recorded Verbal Warning.
 Stage 2 - Written Formal Warning.
 Stage 3 - Final Written Warning.
 Stage 4 - Dismissal.
Each warning will clearly indicate the consequences of further breaches of discipline. When
appropriate the warning will specify a period during an improvement must be achieved.
Suspension without pay or demotion or loss of seniority or a combination of such actions may
be imposed as alternatives to dismissal.
APP.2.3.4 GROSS MISCONDUCT

A proven act of gross misconduct will render aircrew (Flight and Cabin Crew) liable to summary
dismissal. The following list of examples should not be taken as either exclusive or exhaustive:
 Wilful damage to ECA property or property of its employees, clients or contractors.
 Fighting or outrageous behaviour.
 Into xication by drink or drugs.
 Gross indecency.
 Theft.
 Falsification of expense or allowance claims.
 Failure to observe safety rules or wilful interference with safety equipment.
 Negligence resulting in serious damage.
Prior to the implementation of the stages listed in Formal Procedures above (where applicable),
to the Operations Manager will inform the aircrew member the nature of the alleged complaint
of gross misconduct, indiscipline or unsatisfactory standards. Where necessary the aircrew
member will be given time to prepare a defence. During formal interviews the aircrew member
may be accompanied by an advisor at the discretion of the Company.

APP - 32
In cases of alleged gross misconduct, the aircrew may be suspended from duty on full pay
pending the result of an inquiry. The inquiry will be conducted by the Operations Manager.
APP.2.3.5 APPEALS
Depending upon the nature of the misconduct aircrew subjected to disciplinary action will have
the right of appeal, in writing, to the General Manager.
APP.2.3.6 GRIEVANCE PROCEDURES

A formal complaint or grievance relating to an aircrew’s employment should first be made in
writing to the Operations Manager who will prop ose a solution within 14 days. If after 14 days a
solution has not been found the grievance should be forwarded in writing to the General
Manager. The General Manager’s decision will be made within 7 days of the referral and shall
be final.
APP.2.3.7 WARNINGS
All warnings detailed in Formal Procedures will remain on file.
APP.2.3.8 TERMS AND CONDITIONS OF SERVICE (CONTRACTS)

A condition of accepting employment with ECA is the signing of the Contract.
Should any individual clause of the contract be held to be invalid or unenforceable the validity of
the remaining clauses is not affected.

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REVISION INSTRUCTIONS GB (OM A)

DATE: DISTRIBUTION: REVISION

REMOVE AND DESTROY INSERT

Chapter 0, all pages Chapter 0, rev 6, all pages

Chapter 1, all pages Chapter 1, rev 6, all pages

Chapter 2, all pages Chapter 2, rev 6, all pages

Chapter 3, all pages Chapter 3, rev 6, all pages

Chapter 4, all pages Chapter 4, rev 6, all pages

Chapter 5, all pages Chapter 5, rev 6, all pages

Chapter 6, all pages Chapter 6, rev 6, all pages

Chapter 7, all pages Chapter 7, rev 6, all pages

Chapter 8, all pages Chapter 8, rev 6, all pages

Chapter 9, all pages Chapter 9, rev 6, all pages

Chapter 10, all pages Chapter 10, rev 6, all pages

Chapter 11, all pages Chapter 11, rev 6, all pages

Chapter 13, all pages Chapter 13, rev 6, all pages

Appendices, all pages Appendices, rev 6, all pages

Reason for revision: Implementation of EU OPS

14-July-2008 ECA OPERATIONS MANUAL Page 1 of 2

INTENTIONALLY LEFT BLANK

14-July-2008 ECA OPERATIONS MANUAL Page 1 of 1

0. ADMINISTRATION AND CONTROL

2008 Eurocypria Airlines Ltd. Revision: 6 / 14-Jul-2008

INTENTIONALLY LEFT BLANK

Revision: 6 / 14-Jul-2008 2008 Eurocypria Airlines Ltd.

0. ADMINISTRATION AND CONTROL

0.1.2.2 USE OF KNOWLEDGE

2008 Eurocypria Airlines Ltd. Revision: 6 / 14-Jul-2008

0.1.3 OPERATIONS MANUAL

0.1.3.1 OPERATIONS MANUAL STRUCTURE

Part B comprises all type-related instructions and

Part C comprises all instructions and information

Part D comprises training syllabuses and all other

CABIN SAFETY CSPM comprises General/Basic and type-related

Revision: 6 / 14-Jul-2008 2008 Eurocypria Airlines Ltd.

The composition of the Company´s Operating Manual is depicted

EUROCYPRIA OPERATIONS MANUAL STRUCTURE

PART A PART B PART C PART D CSPM

GENERAL BASIC / INSTRUCTIONS

2008 Eurocypria Airlines Ltd. Revision: 6 / 14-Jul-2008

0.1.4 EXPLANATIONS AND DEFINITIONS OF TERMS AND WORDS

0.1.4.2 APPLICABILITY OF TERMS

Revision: 6 / 14-Jul-2008 2008 Eurocypria Airlines Ltd.

0.1.4.3 TYPE OF OPERATION

0.1.4.4 COMPANY REQUIREMENTS FOR THE OPERATION OF PUBLIC TRANSPORT

2008 Eurocypria Airlines Ltd. Revision: 6 / 14-Jul-2008

0.1.4.5 REQUIRED SPECIFIC APPROVALS BY THE AUTHORITY

ECA OPERATIONS EU-OPS 1

OM A 2.4 Operational Control 1.195

Procedures for flight crew to operate on more than

OM A 8.1.1 Method of determination of minimum flight attitudes 1.250(b)

Mass & Balance Documentation:

OM A 8.1.11 Technical Log 1.915(b), 1.1071

1.440(a)(3), (b) &

OM A 8.6 Use of MEL 1.030(a)

Revision: 6 / 14-Jul-2008 2008 Eurocypria Airlines Ltd.

0.1.4.6 LIST OF ABBREVIATIONS

A AMC Acceptable Means of Compliance

2008 Eurocypria Airlines Ltd. Revision: 6 / 14-Jul-2008

Revision: 6 / 14-Jul-2008 2008 Eurocypria Airlines Ltd.

CSS Cockpit System Simulator ECA Eurocypria Airlines Ltd.

2008 Eurocypria Airlines Ltd. Revision: 6/ 14-Jul-2008