OPERATIONS MANUAL

PART (A)

Mitiga Airport
P.O Box : 825920
Tripoli, LIBYA
Tel : +218 21 351 4601 – 7
Fax : +218 21 351 4610
Email : info@[Link]

Issue: 02, Jan.2017

Revision: 04, Jan.2021
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Operations Manual

OPERATIONS MANUAL
PART - A
GENERAL / BASIC

COPY No: Master

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0.0 INTRUDOCTION..................................................................................................................................................5
0.0.1 Accountable Manager Statement.....................................................................................................5
0.0.2 Approval .................................................................................................................................................7
0.0.3 Distribution List.......................................................................................................................................8
0.0.4 International and National Regulations..............................................................................................9
0.0.5 Declaration of Understanding by Operator’s Personnel .................................................................9
List of effective pages...................................................................................................................................11
LIST OF TEMPORARY RIVISION .........................................................................................................19
LIST OF NORMAL REVISION.................................................................................................................21

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0.0 INTRUDOCTION

The Operations Manual has been prepared in accordance with the «Rules of operator
certification» .
“Libyan Wings ” certifies that all parts of OM are in compliance with all regulations and terms
of the effective Flight Operator’s Certificate issued by LYCAA of State of Libya , as well as
applicable rules, laws, regulations and standards of the airline

Flight operations department is the author of all parts of Operations Manual.

“Libyan Wings” provides, and requires compliance with, operating limitations, as defined by
the original equipment manufacturer (OEM) and established by the State of Registry for
each aircraft type used in operations. All part of OM, including revision, always are
Submitted to the Authority for acceptance and/or approval. LYCAA is supplied with copy of
Operational Manual and obtains all revisions. All operations personnel shall either have easy
access to those parts of the OM as are relevant to their duties. Flight crew members shall
be supplied with copy of the OM, other crew members – parts of copy from the OM as are
relevant to their duties.

The current parts of the OM (parts «A», «B», «C») including current Airplane Flight Manual,
shall carried on each flight. The parts of OM which are required for the conduct
of the flight shall be easily accessible to the crew.

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0.0.3 Distribution List

Copy Position of Copy Owner Organization Type of Copy

No.
1 Chairman Libyan Wings Soft copy

2 Flight Operations Manager Libyan Wings Hard & Soft copy

3 Compliance Monitoring Manger Libyan Wings Hard &Soft copy

Manager

4 Training Manager Libyan Wings Hard &Soft copy

5 Libyan Wings Soft copy

Flight Safety Manager

6 Chief Cabin Crew Libyan Wings Soft copy

7 Libyan Wings Soft copy

Ground Operation Manager

8 Chief Pilot Libyan Wings Hard & Soft copy

9 Pilots Libyan Wings Softcopy

10 Flight Safety LYCAA Hard &Soft copy

11 Aircraft 5A-WLA Hard Copy

12 Aircraft 5A-WLB Hard Copy

13 Aircraft 5A-WLC Hard Copy

14 Aircraft 5A-WLD Hard Copy

15 Flight Watch Libyan Wings Hard & Soft copy

Each volume will be numbered and a Distribution List will be maintained in the librarian at
Flight Operations Department, as a record of the holders charged with the custody and
amendment of related copy.

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0.0.4 International and National Regulations

The Operations Manual is issued in accordance with the LYCARS and with the company’s
A.O.C. Requirements. The OM complies with LYCAA

Regulations and all terms and conditions of the Company’s «Air Operator’s Certificate»
(AOC) which is the LIBYAN WINGS authorization to operate Passengers, Cargo and Mail
services.

0.0.5 Declaration of Understanding by Operator’s Personnel

The Accountable Manager declares that all personnel using the Operations Manual (A-B-C-
D) and all related Supplementary Manuals is able to completely comprehend what is written
into them in English.

The Accountable Manager ensures that all crew members can communicate in English.

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List of effective pages

Chapter 00 49 02 January 2017 00 January 2017
Page Issue Revision
Issue Date Revision Date 50 02 January 2017 00 January 2017
No. No. No.
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02 02 January 2017 00 January 2017 52 02 January 2017 00 January 2017
03 02 January 2017 00 January 2017 53 02 January 2017 00 January 2017
04 02 January 2017 00 January 2017 54 02 January 2017 00 January 2017
05 02 January 2017 00 January 2017 55 02 January 2017 00 January 2017
06 02 January 2017 04 January 2021 Chapter 01
Page Issue Revision
07 02 January 2017 00 January 2017 Issue Date Revision Date
No. No. No.
08 02 January 2017 00 January 2017 01 02 January 2017 00 January 2017
09 02 January 2017 00 January 2021 02 02 January 2017 00 January 2017
10 02 January 2017 04 January 2021 03 02 January 2017 00 January 2017
11 02 January 2017 04 January 2021 04 02 January 2017 00 January 2017
12 02 January 2017 04 January 2021 05 02 January 2017 00 January 2017
13 02 January 2017 04 January 2021 06 02 January 2017 00 January 2017
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Page Issue Revision Revision
Issue Date 14 02 January 2017 00 January 2017
No. No. No. Date
01 02 January 2017 00 January 2017 15 02 January 2017 00 January 2017
02 02 January 2017 00 January 2017 16 02 January 2017 00 January 2017
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02 02 January 2017 00 January 2017 04 02 January 2017 00 January 2017
03 02 January 2017 00 January 2017 05 02 January 2017 00 January 2017
04 02 January 2017 00 January 2017 06 02 January 2017 00 January 2017
05 02 January 2017 00 January 2017 07 02 January 2017 04 January 2021
06 02 January 2017 00 January 2017 08 02 January 2017 00 January 2017
07 02 January 2017 00 January 2017 09 02 January 2017 00 January 2017
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15 02 January 2017 00 January 2017 14 02 January 2017 00 January 2017

16 02 January 2017 03 Sep. 2020 15 02 January 2017 00 January 2017
17 02 January 2017 00 January 2017 16 02 January 2017 00 January 2017
18 02 January 2017 00 January 2017 17 02 January 2017 00 January 2017
19 02 January 2017 00 January 2017 18 02 January 2017 00 January 2017
20 02 January 2017 00 January 2017 19 02 January 2017 00 January 2017
21 02 January 2017 00 January 2017 Chapter 08
22 02 January 2017 00 January 2017 01 02 January 2017 04 January 2021
23 02 January 2017 00 January 2017 02 02 January 2017 04 January 2021
24 02 January 2017 00 January 2017 03 02 January 2017 04 January 2021
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Chapter 06 21 02 January 2017 04 January 2021
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265 02 January 2017 04 January 2021 29 02 January 2017 00 January 2017

266 02 January 2017 04 January 2021 30 02 January 2017 00 January 2017
267 02 January 2017 04 January 2021 31 02 January 2017 00 January 2017
268 02 January 2017 04 January 2021 32 02 January 2017 00 January 2017
269 02 January 2017 04 January 2021 34 02 January 2017 00 January 2017
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Chapter 09 37 02 January 2017 00 January 2017
01 02 January 2017 00 January 2017 38 02 January 2017 00 January 2017
02 02 January 2017 00 January 2017 39 02 January 2017 00 January 2017
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10 02 January 2017 00 January 2017 47 02 January 2017 00 January 2017
11 02 January 2017 00 January 2017 48 02 January 2017 00 January 2017
12 02 January 2017 00 January 2017 49 02 January 2017 00 January 2017
13 02 January 2017 00 January 2017 Chapter 11
14 02 January 2017 00 January 2017 01 02 January 2017 00 January 2017
15 02 January 2017 00 January 2017 02 02 January 2017 00 January 2017
16 02 January 2017 00 January 2017 03 02 January 2017 00 January 2017
17 02 January 2017 00 January 2017 04 02 January 2017 00 January 2017
18 02 January 2017 00 January 2017 05 02 January 2017 00 January 2017
Chapter 10 06 02 January 2017 00 January 2017
01 02 January 2017 00 January 2017 07 02 January 2017 00 January 2017
02 02 January 2017 00 January 2017 08 02 January 2017 00 January 2017
03 02 January 2017 00 January 2017 09 02 January 2017 00 January 2017
04 02 January 2017 00 January 2017 10 02 January 2017 00 January 2017
05 02 January 2017 00 January 2017 11 02 January 2017 00 January 2017
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09 02 January 2017 00 January 2017 15 02 January 2017 00 January 2017
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11 02 January 2017 00 January 2017
12 02 January 2017 00 January 2017 Chapter 12
13 02 January 2017 00 January 2017 01 02 January 2017 00 January 2017
14 02 January 2017 00 January 2017 02 02 January 2017 00 January 2017
15 02 January 2017 00 January 2017 03 02 January 2017 00 January 2017
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RECORD OF NORMAL REVISION

LIST OF NORMAL REVISION

Issue No. Issue Date Rev. No. Revision Date INSERTED by

1 November 2012 00 November 2012 Mohamed Mustafa

2 January 2017 00 January 2017 Hosni Janzori

2 January 2017 01 May 2020 Hosni Janzori

2 January 2017 02 JULY 2020 Hosni Janzori

2 January 2017 03 SEP 2020 Hosni Janzori

2 January 2017 04 January. 2021 Hosni Janzori

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0.1 ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL................................................ 24

0.1.1 Operations Manual........................................................................................................................ 24
0.1.2 Validity of Operations Manual...................................................................................................... 25
0.1.3 Description and contents of Operations Manual..................................................................... 25
0.1.4 Explanations and definitions of terms and words .................................................................... 28
0.1.5 Abbreviations.................................................................................................................................. 41

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0.1 ADMINISTRATION AND CONTROL OF OPERATIONS MANUAL

0.1.1 Operations Manual

The OPERATIONS MANUAL (OM) is issued on the authority of the LIBYAN WINGS
Accountable Manager and respective Post Holders. It complies with LYCAA regulations
and the terms and conditions of Air Operator’s Certificate (AOC) for commercial air
transportation.

LIBYAN WINGS AIRLINES shall not operate an airplane for the purpose of commercial
air transportation other than in accordance with LYCAA requirement. For operations of
Performance Class B

Company regulations are based on compulsory international, national and local regulations
and must be used for planning and execution of all Company flights. Should it be observed
that Company regulations, by inadvertence, violate official rules and regulations, the latter
shall be followed, and the discrepancy must be reported via Mandatory Incident Report or
the LWA Operations Report as appropriate.

All Synthetic Training Devices (STD), such as Flight Simulators or Flight Training Devices
(FTD), replacing an airplane for training and/or checking purposes are qualified in
accordance with the requirements applicable to Synthetic Training Devices. Prior to use
such STD, LIBYAN WINGS obtains approval from the Authority.
All general Company policies and procedures for flight operations which are permanent
must be contained in the OM.

Policies and procedures which are valid only for certain countries, areas or routes are
published regulations of the OM.
Temporary or provisional regulations concerning general or regional policies are issued:

- For the OM, by mean of OM Temporary Revisions/Instructions;

- Bulletins of the Flight Operations Manager
- For the RM (R o u t e Manual, part of OM C)‚ by means of Master NOTAM with
amendments

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Note: Such regulations should usually be deleted or incorporated definitely in OM or the

respective RM within a period of 6 months.

All other Company publications, except for those OM extracts, that are distributed in the
Handbooks and Working Copies shall be considered to serve for information, explanation
or interpretation purposes only.
0.1.2 Validity of Operations Manual

The policies, regulations and procedures laid down in the Operations Manual are valid for
all operations personnel under the jurisdiction of LIBYAN WINGS AIRLINES Any
deviations should be reported and the reasons for such deviations explained.

Under routine conditions strict compliance is required with all policies, rules, regulations
and procedures laid down in the OM instructions. No regulation can be a substitute for
awareness. Nothing in the OM however carefully outlined and precisely adhered to, can
replace the exercise of good judgment and the application of conservative operating
practices if conditions so dictate.

For emergency situations, all instructions are guiding principles. It is the Commander's
authority to apply them when and as far as the situation so permits.
No exceptional situation or emergency, however, should be interpreted to divert from the
OM instructions, unless the situation at hand is not covered by procedures, or leaves no
time to apply them. Flight conditions may necessitate the Commander's temporary
disregard of instructions in favor of the exercise of his authority, for the sake of safety,
according to his own momentary judgment.

0.1.3 Description and contents of Operations Manual

The Libyan Wings shall provide, for the use and guidance of the operations personnel,
an Operations Manual, which may comprise several volumes.
Part A - OM-A General/Basic;
Part B - OM-B Airplane Operating Matters (AOM) (AFM , QRH , FCOM ).
Part C - OM-C Route and Aerodrome Instructions and Information, Route Manual (RM)
Part D – OM- D Training Manual (TM).

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The OM Administration and Control, introduction chapter, contains all general information
about contents, usage and administration of OM. This chapter is always at the beginning
of OM. If, for any reason, any part of OM is distributed separately, this particular chapter
shall be distributed together. OM Distribution List is part of the OM-A-00.

The OM Part A comprises the "General/Basic" part. It contains the non-type related
operational policies, instructions and procedures required for a safe operation. It details
the duties and responsibilities of all ground and flight operations personnel and their
interrelationship to the operation as a whole.

The OM Part B comprises the "Airplane Operating Matters" part. It contains all type
related instructions and procedures required for safe operation of the airplane. It takes
account of any difference between types, variants or individual airplanes used by the
company. It comprises the manufacturer's airplane documentation (AFM or equivalent
document).
It contains- relevant checklists, and a description and instructions for the use of
emergency equipment and instructions relating to the action to be taken in emergencies.
The (AFM, FCOM, QRH ) considered as OM Part B shall be carried on each airplane.

The OM Part C comprises the "Route and Aerodrome Instructions and Information"
required for the area of operation. Part of the RM (Routes Manual) are the current maps
and charts and associated documents covering the intended flight inclusive of any
diversion which may reasonably be expected and containing essential information
relating to the Search and Rescue Services in the area over which the airplane will be
flown.

The OM Part D comprises Training and contains all training instructions and qualifications
required for a safe operation.
Contain the rules and regulations of the above mentioned, as well as other information
affecting of aircraft under the jurisdiction of LIBYAN WINGS. All above-mentioned Manuals
should be approved by LYCAA ( Civil Aviation Authorities of Libya).

Note: In the text of all Manuals mentioned in this paragraph, the meaning of
AOM and AFM is identical.

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Pertinent regulations laid down by governmental and aviation authorities of countries

through which LIBYAN WINGS operates are also incorporated in these Manuals. It is
endeavored to present flight operations policy and procedures in a manner suitable
specifically for flight Crew Members. Relevant parts of the Manuals, which are deemed
necessary for operations personnel, will be distributed under separate Units in the
following Manual:

• Cabin Crew Manual (CCM);

All procedures and policies concerning any type of airplane that LIBYAN WINGS might
have, will be part of this Operations Manual. However, operations with small airplane
(class), shall be described in separate document (appendix). Major document will be
LIBYAN WINGS OM and this appendix shall contain only specific parts and procedures
that are specific for that operations.

All involved in operations with small airplane shall get proper documentation and training.
All documentation shall be marked in a way to prevent any confusion.

In order to determine the meaning of a wording that could be ambiguous, the

following explanations are given:

"Shall, should, must, has to, is to", and verbs used in present indicative form such as
"does, performs", etc., are used in an imperative, compulsory sense.
"May, might" are used in a permissive sense to express the authority or permission
to do the mentioned act.
"Must not, may not" or "no crew member may" mean that he/she is not authorized or
permitted to do the act.

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"Includes" means "includes but is not limited to…".

The contents of the Manuals/handbooks, by their very nature in describing policy and
procedures, are confidential and shall be treated accordingly.
Suggestions and contributions toward the improvement of manuals are welcomed. Any
discrepancies found should be reported immediately to chief of the respective crew
member.

Each holder of a Manual or Handbook must be well familiar with its contents and must
make 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.

0.1.4 Explanations and definitions of terms and words

The following terms are used throughout the OM and therefore explained here. Some of
the terms are defined at the beginning of the sections where deemed necessary.

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 Available: the length of the takeoff run available blues the
length of stop way, if such stop way is declared available by the appropriate Authority and
is capable of bearing the mass of the airplane under the prevailing operating conditions.

Aerodrome: a defined area on land or water (including any buildings, installations and
equipment) intended to be used either wholly or in part for the arrival, departure and
surface movement of aircraft.

Aerodrome 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.

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Aircraft (airplane) Flight Manual: a manual, associated with the certificate of

airworthiness, containing limitations within which the aircraft is to be considered airworthy,
and instructions and information necessary to the flight crew members for the safe
operation of the aircraft.

Aircraft identification: a group of letters, figures or a combination thereof which is either

identical to, or the coded equivalent of, the aircraft call sign to be used in air-ground
communications, and which is used to identify the aircraft in ground-ground air traffic
services communications.

Air Operator Certificate (AOC): a certificate authorizing an operator to carry out

specified commercial air transport operations

Air traffic: all aircraft in flight or operation on the maneuvering area of an aerodrome.

Air traffic control clearance: authorization for an aircraft to proceed under conditions
specified by an air traffic control unit

Air traffic control instruction: directives issued by air traffic control for the purpose
requiring a pilot to take a specific action.

Air traffic control service: a service provided for the purpose of:

- Preventing collisions between aircraft, and on the maneuvering area

between aircraft 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.

Alerting service: a service provided to notify appropriate organizations regarding aircraft

in need of search and rescue aid, and assist such organizations as required.

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Alternate aerodrome: an aerodrome to which an aircraft 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 aircraft can land should this
become necessary shortly after take-off and it is not possible to use the aerodrome
of departure.
- En-route alternate: an aerodrome at which an aircraft would be able to land after
experiencing an abnormal or emergency condition while en route.
- Destination alternate: an alternate aerodrome to which an aircraft may proceed
should it become impossible or inadvisable to land at the aerodrome of intended
landing.

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:

- 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.

Apron: a defined area, on a land aerodrome, intended to accommodate aircraft for

purposes of loading or unloading passengers, mail or cargo, fuelling, parking or
maintenance.

ATS route: a specified route designed for channeling the flow of traffic as necessary for
the provision of air traffic services. The term 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.

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Base training: flight training required by Airworthiness Authorities to obtain the aircraft
type rating.

Civil aircraft: any aircraft 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 temporary.

Cabin Crew Member: a crew member who performs, in the interest of safety of
passengers, duties assigned by the operator or the commander of the aircraft, but who
shall not act as a flight crew member. On duty -CCM2,CCM3, CCM4,CCM5 which
depends about position on appropriate flight.

Cabin Crew Member-in-Charge (CCM/C): a Senior Cabin Crew Member who is in

charge of cabin’s, other cabin crew members, passenger’s safety at adequate flight and
is responsible to commander and operator for his/her duty. On flight CCM1.

CM1: in the context of LIBYAN WINGS Manuals means the Pilot occupying the left-hand
seat‚ of an aircraft, irrespective of Commander’s responsibility.

CM2: the Pilot occupying the right-hand seat‚ of an aircraft, irrespective of function e.g.
regular First Officer, RCP, Flight Instructor and RHS qualified captain.

Commander: the pilot designated by the operator responsible for the operation and
safety of the aircraft during flight time. He may delegate the conduct of the fight to another
suitably qualified pilot.

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 deep, or by slush, or loose snow, equivalent to

more than 3 mm 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
show) or Ice including wet ice.

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Continuous Descent Final Approach (CDFA). A specific technique for flying the final-
approach segment of a non-precision instrument approach procedure as a continuous
descent, without level-off, from an altitude / height at or above the Final Approach Fix
altitude / height to a point approximately 15m (50ft) above the landing runway threshold
or the point where the flare maneuver should begin for the type of airplane flown.

Converted Meteorological Visibility (CMV). A value (equivalent to an RVR) which is

derived from the reported meteorological visibility, as converted in accordance with the
requirements in this subpart

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 aircraft for the sole purpose of
receiving flight instruction for a license or rating.

Crew member: a person assigned by an operator to duty on an aircraft during flight time.

Cross Crew Qualification: the term is intended to provide for the carry-over of credit
from one aircraft type to another based on the common design characteristics, and if
applicable to transition between types as well as mixed fleet flying of different types of
aircraft.

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 good: articles or substances that are capable of posing significant risk to
health, safety or property when transported by air.

Decision altitude/height (DA/H): 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.

“Decision altitude (DA)” is referenced to mean sea level (MSL) and “decision height (DH)”
is referenced to the threshold elevation.

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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 aircraft position and rate of change of position, in relation to the desired
flight path.

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.

Elevation: the critical distance of a point or a level, on affixed to the surface of the earth,
measured from mean sea level.

Enhanced Vision System (EVS). An electronic means of displaying a real-time image

of the external scene through the use of imaging sensors.

Filed flight plan: the flight plan as filed with an ATS unit by the pilot or his designated
representative, without any subsequent changes.
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.

Flight crew member: a licensed crew member charged with duties essential to the
operation of an aircraft 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.
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.

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The terms “height” and “altitude”, used above, indicate altimetric rather than geometric
heights and altitudes.

Flight plan: specified information provided to air traffic services units, relative to an
intended flight or portion of a flight of an aircraft.

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 utilization of the airspace.

Glide path: a descent profile determined for vertical guidance during a final approach.

GNSS Landing System (GLS). An approach operation using augmented GNSS

information to provide guidance to the aircraft based on its lateral and vertical GNSS
position. (It uses geometric altitude reference for its final approach slope.)

Ground visibility: the visibility at an aerodrome, as reported by an accredited observer.

Heading: the direction, in which the longitudinal axis of an aircraft is pointed, usually
expressed in degrees from North (true, magnetic, compass or grid).
Height: the vertical distance of a level, a point or an object considered as a point,
measured from a specified datum.

Infant: a person who has not yet reached his second birthday.

Initial Operating Experience (IOE): operational support given to pilots newly type rated.
The objective of IOE is to improve the efficiency of pilots in revenue operation, route and
airport qualification using only the airline approved documents: OM, AFM and MEL.

Instrument approach procedure: a series of predetermined maneuvers 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.

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Instrument meteorological conditions: meteorological conditions expressed in terms

of visibility, distance form cloud, and ceiling, less than the minima specified for visual
meteorological conditions.

Long range flights: under training concepts, the flights considered as long range flights
are those which require to be operated with a reinforced technical crew of more than two
pilots.

Lower than Standard Category I Operation. A Category I Instrument Approach and

Landing Operation using Category I DH, with an RVR lower than would usually be
associated with the applicable DH.

Missed approach procedure: the procedure to be followed if the approach cannot be

continued.

Net flight path: it 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 aircraft;
• 0,9% for three-engine aircraft;
• 1,0% for four-engine aircraft.
- En-route (one engine failure):
1. 1,1% for two-engine aircraft;
2. 1,3% for three-engine aircraft;
3. 1,4% for four-engine aircraft.
- En-route (two engine failure):
0,3% for three-engine aircraft 0,5% for four-engine aircraft

Non-precision approach: this is a instrument approach with lateral guidance only from
the final approach fix (FAF) to the runway environment. Descent limit is the minimum
descent altitude (MDA), and obstacle clearance (including go-around) is guaranteed if the
approach is discontinued no farther than the missed-approach point (MAP). In this report,
approaches with lateral guidance from localizer, very high frequency Omni

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directional radio range (VOR), non directional beacon (NDB) or global positioning
system (GPS) are considered non-precision approaches.

NOTAM: a notice containing information concerning the establishment, condition or

change in any aeronautical 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 aircraft and the regularity and
efficiency of the flight.

Operator: a person, organization or enterprise engaged in or offering to engage in an

aircraft operation.

Other than Standard Category II Operation. A Category II Instrument Approach and

Landing Operation to a runway where some or all of the elements of the ICAO Annex 14
Precision Approach Category II lighting system are not available.

Pilot Flying PF: the pilot, who for the time being, is in charge of the controls of an aircraft.

Pilot-in-command PIC: pilot responsible of the operations and safety.

Pilot Monitoring PM: the pilot who is assisting the pilot flying in accordance with the
multi-crew co-operation concept:

Pilot Non Flying PNF: the pilot who is assisting the pilot flying in accordance with the
multi-crew co-operation concept:

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Precision approach: this is an instrument approach with lateral and vertical guidance
from final approach point (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. For the purpose of this document,
instrument landing system (ILS), microwave landing system (MLS) and precision
approach radar (PAR) are considered precision approaches.

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 audit: a systematic and independent examination to determine whether quality

activities and related results comply with planned arrangements and whether these
arrangements are implemented effectively and are suitable to achieve objectives.

Quality inspection: an inspection is the act of observing a particular event or action to

ensure that correct procedures and requirements are followed during the accomplishment
of that event.
Compliance Monitoring Manager: the manager, acceptable to the Authority,
responsible for the management of the CM System, monitoring function and for
requesting remedial actions.

Compliance Monitoring Manual: the document containing the relevant information

pertaining to the operator’s CM system and quality assurance program.

Quality Policy: the overall quality intentions and direction of a company as regards
quality, as formally expressed by the accountable manager.

Compliance Monitoring System: the organizational structure, responsibilities,

procedures and resources for implementing quality management.

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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 units.

Reporting point: a specified geographical location in relation to which the position of an

aircraft can be reported.

Required Navigation Performance (RNP): a statement of the navigation performance

accuracy necessary for operation within a defined airspace.

Route Manual: Part of Operating Manual, part C (RM)

Runway: a defined rectangular area on a land aerodrome prepared for the landing and
take-off of aircraft.

Runway visual range: the range over which the pilot of an aircraft on the centre line of
a runway can see the runway surface markings or the lights delineating the runway or
identifying its center line.

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 aircraft operations.

Slush: water-saturated snow which with a heel-and-toe slap-down motion against the
ground will be displaced with a splatter; specific gravity: 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 witch, 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.

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Stabilized approach path: this is an approach without speed and/or configuration

changes during final descent.

Stabilized Approach (SA). An approach which is flown in a controlled and appropriate

manner in terms of configuration, energy and control of the flight path from a pre-
determined point or altitude/height down to a point 50 feet above the threshold or the
point where the flare maneuver is initiated if higher.

Stabilized approach procedure: this is an approach procedure along the extended

runway center line 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 stabilized approach procedure. Non-precision
approaches can be constructed as a stabilized approach procedure by choosing the FAF
accordingly and by publishing a distance-versus-altitude (VOR + Distance-Measuring
equipment (DME), NDB + DME, localizer (LOC) + DME) or waypoint–versus-altitude table
(GPS) to be able to verify adherence to the (imaginary) glide path.

Taxiing: movement of an aircraft on the surface of an aerodrome under its own power,
excluding takeoff and landing.

Taxiway: a defined path on a land aerodrome established for the taxiing of aircraft and
intended to provide a link between one part of the aerodrome and another.

Threshold: the beginning of that portion of the runway usable for landing.

Threshold Crossing Height (TCH): the height used to conduct a precision approaches
crosses the threshold by a safe margin, with the aeroplane in the landing configuration
and attitude. TCH’s value shall be:

- The value published on OM-C (“Precision Approach Charts”) or

- 50 ft.

Track: the projection on the earth’s surface of the path of an aircraft, the direction of which
path at any point is usually expressed in degrees from North (true, magnetic or grid).

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Transition altitude: the altitude at or below which the vertical position of an aircraft 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 form 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 aircraft employing area navigation.

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.

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0.1.5 Abbreviations

AAL Above Aerodrome Level

ABM Abeam
AC Advisory Circular
A/C Aircraft
ACN Aircraft Classification Number
ADF Automatic Direction Finder
AEA Association of European Airlines
AFM Aeroplane Flight Manual
AGL Above Ground Level
AH Alert Height
ALT Altitude
ALTN Alternate
AMM Aircraft Maintenance Manual
AMSL Above Mean Sea Level
AOA Angle of Attack
AOC Air Operator Certificate
AOT All Operators Telex
A/P Auto-Pilot
APQ Airlines Prequalification
APU Auxiliary Power Unit
ASAP As Soon As Possible
ASDA Accelerate-Stop Distance Available
ASI Air Speed Indicator
ASR Air port Surveillance Radar
ATC Air Traffic Control
ATHR Auto thrust
ATIS Automatic Terminal Information Service
ATL Airplane Technical Log
ATM Air traffic Management
ATPL Airlines Transport Pilot Licence
ATS Air Traffic Service
AWO All Weather Operations
AWY Airway

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BAT Battery

°C Celsius, Centigrade
CAA (LYCAA) Civil Aviation Authorities of Libya
CAM Cabin Attendant Manual
CAPT Captain
CAVOC Ceiling and Visibility OK
CAT Clear Air Turbulence
CAT I Landing Category I (II or III)
C/B Circuit Breaker
CBT Computer Based Training
CCQ Cross Crew Qualification
CDL Configuration Deviation List
CFP Computerized Flight Plan
CG Centre of Gravity
C/L Check List
CCM1/2 Cabin Crew Member 1 (LH) / 2 (RH)
CCM/C Cabin Crew Member/in/Charge or CCM1
CRZ Cruise
CTA Control Area
CVR Cockpit Voice Recorder
Company Libyan Wings Airlines

DA Decision Altitude
DEST Destination
DFDR Digital Flight Data Recorder
DH Decision Height
DME Distance Measuring Equipment

EGPWS Enhanced Ground Proximity Warning System

ELT Entry Level Training
EMER Emergency
ENG Engine
ETA Estimated Time of Arrival
ETD Estimated Time of Departure
ETDO Extended Range Twin Engines Operations
ETP Equi-Time Point

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EU European Aviation

°F Fahrenheit
FAA Federal Aviation Administration
FAF Final Approach Fix
FAP Final Approach Point
FAR Federal Aviation Regulations
FBS Fixed Base Simulator
F/C Flight Crew
FCL Flight Crew Licensing
FCOM Flight Crew Operating Manual
FCTM Flight Crew Training Manual
FD Flight Director
FF Fuel Flow
FFS Full Flight Simulator
FIR Flight Information Region
FL Flight Level
FLT Flight
FM Flight Manual
FMGS Flight Management Guidance System
FMS Flight Management System
FNPT Flight Navigation Procedures Trainer
F/O First Officer
FOB Fuel On Board
FOT Flight Operations Telex
F-PLN Flight Plan
FQI Fuel Quantity Indication
ft Foot (Feet)
FU Fuel Used
FWD Forward

GA Go Around
GEN Generator
GMT Greenwich Mean Time
GPS Global Positioning System
GS Ground Speed

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G/S Glide Slope

H Hour
HDG Heading
HF High Frequency (3 to 30 MHz)
Hg Mercury
HI High (altitude or intensity)
HIALS High Intensity Approach Light System
HIL Holding Items List
HIRL High Intensity Runway Lights
HP High Pressure
hPa hecto Pascal
Hz Hertz (cycles per second)

IAS Indicated Air Speed

IATA International Air Transport Association
ICAO International Civil Aviation Organization
IEM Interpretation/Explanation Material
IFR Instrument Flight Rules
IFSD In-Flight Shut Down
IFTB In-Flight Turn Back
ILS Instrument Landing System
IMC Instrumental Meteorological Conditions
INOP Inoperative
IOE Initial Operating Experience
ISA International Standard Atmosphere ISO
International Standard Organization

kg kilogram
kHz kilohertz
km kilometer
kt. knot
lb. pounds (weight)

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LCN Load Classification Number

LDA Landing Distance Available
LDG Landing
L/G Landing Gear
LH Left Hand
LLZ Localizer
LOC Localizer
LOFT Line Oriented Flight Training
LYCAA Libyan Civil Aviation Authority

M Mach
m meter
MAC Mean Aerodynamic Chord
MAPT Missed Approach Point
MAX Maximum
mb Millibar
MCC Multi Crew Coordination
MDA/H Minimum Descent Altitude / Height
MEL Minimum Equipment List
MHz Megahertz
MID Middle Runway Portion
MIALS Medium Intensity Approach Light System
MIN Minimum
MIRL Medium Intensity Runway Light
MLS Microwave Landing System
MLW Maximum Landing Weight
MMEL Master Minimum Equipment List
MMO Maximum Operating Mach
MNPS Min. Nav. Performance Specification
MOCA Altitude Minimum Obstruction Clearance
MORA Minimum Off-Route Altitude
MSA Minimum Safe (or Sector) Altitude
MSL Mean Sea Level
MTOW Maximum Take Off Weight
MZFW Maximum Zero Fuel Weight

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NA Not Applicable
NAT North Atlantic
NAV Navigation
NM Nautical Miles
NDB Non Directional Beacon
NOTAM Notice To Airmen
NTO No Technical Objection

OAT Outside Air Temperature

OCA/H Obstacle Clearance Altitude / Height
OEB Operations Engineering Bulletin
OEW Operating Empty Weight
OIT Operator Information Telex
OM Outer Marker
OTS Oceanic Track System

PA Passenger Address
PANS Procedures for Air Navigation Services
PAPI Precision Approach Path Indicator
PAR Precision Approach Radar
PAX Passenger
PCN Pavement Classification Number
PERF Performance
PF Pilot Flying
PIREP Pilot Report
PIC Pilot In Command
PNR Point of No Return
PNF Pilot Non Flying
PPR Prior Permission Required
PSI Pounds per Square Inch
PVI Paravisual Indicator
QAR Quick Access Recorder

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QDM Magnetic bearing to facility

QDR Magnetic bearing from facility
QFE Actual atmosphere pressure at airport elevation.
QFU Magnetic orientation of runway
QGH Procedure or facility to be used
QNE Sea level standard atmosphere (1013 hPa or 29.92" Hg)
QNH Actual atmosphere pressure at sea level based on local station pressure.
QRH Quick Reference Handbook
RA Radio Altitude/Radio Altimeter
RAS Repair Approval Sheet
REF Reference
RH Right Hand
RPL Repetitive flight plan
RM Route Manual (Part of OM C)
RPM Revolutions Per Minute
RQRD Required
RTO Rejected Take Off
RVR Runway Visual Range
RWY Runway

SAE Society of Automotive Engineers

SB Service Bulletin
SCCM Senior Cabin Crew Member
RHS Right Hand Seat
SID Standard Instrument Departure
SIGMET Information concerning en-route weather phenomena, which may affect the
safety of aircraft operations.
SIL Service Information Letter
SPECI Aviation selected special weather report
SPD Speed
SRA Surveillance Radar Approach
SRE Surveillance Radar Element of precision approach radar system
STAR Standard Terminal Arrival Route
STD Standard
SYS System

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t ton, tonne
TACAN Tactical Air Navigation
TAF Terminal Aerodrome Forecast
TAS True Air Speed
TAT Total Air Temperature
TBD To Be Determined
TBC To Be Confirmed
TCAS Traffic Collision Alert System
TDZ Touch Down Zone
TEMP Temperature
TFU Technical Follow-Up
TIBA Traffic Information Broadcast by Aircraft
T/O Take-Off
TOC Top Of Climb
TOD Top Of Descent
TODA Take-Off Distance Available
TOGA Take-Off/Go-Around
TOGW Take-Off Gross Weight
TORA Take-Off Run Available
TOW Take-Off Weight
TRE Type Rating Examiner
TWR Tower
TWY Taxiway

UHF Ultra High Frequency (300 - 3000 MHz)

U/S Unserviceable
UTC Coordinated Universal Time

V1 Critical engine failure speed

V2 T/O safety speed
VDF Very high frequency direction-finding station
VASI Visual Approach Slope Indicator
VFE Maximum Velocity Flaps/slats Extended
VFR Visual Flight Rules
VFTO Velocity Final T/O
VHF Very High Frequency (30 - 300 MHz)

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VMIN Minimum operating speed

VMO Maximum Operating speed
VOR VHF Omni directional Range
VR Rotation speed
VREF Landing reference speed
VS Stall speed
V/S Vertical Speed
VSI Vertical Speed Indicator

WAI Wing Anti Ice

WBM Weight and Balance Manual
WPT Waypoint
WX Weather
WXR Weather Radar

Z Zulu time (UTC)

ZFCG Zero Fuel Centre of Gravity
ZFW Zero Fuel Weight

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Intentionally left blank

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0.2 AMENDMENT AND REVISION SYSTEM...................................................52

0.2.1 Responsibility for issuance and insertion...................................52
0.2.2 Record of revisions....................................................................53
0.2.3 Handwritten amendments and revisions.....................................53
0.2.4 Pagination..................................................................................55
0.2.5 Annotation of changes................................................................56
0.2.6 Temporary revisions...................................................................56
0.2.7 Distribution......................................................................... ........56
0.2.8 ELEMENTS OF OM SUBJECT TO APPROVAL (ESA)................58

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0.2 AMENDMENT AND REVISION SYSTEM

LIBYAN WINGS OM is divided into four Parts (A, B, C & D). Each Part of the OM has
its own:
▪ List of Effective Pages;
▪ List of Temporary Revision;
▪ List of Normal Revision.

According to that, each Part of OM has it's own, separate, revisions system and it is
considered, for revisions, as independent book. This mean, that each book has it's own
Revisions numbers.

0.2.1 Responsibility for issuance and insertion

The LIBYAN WINGS is responsible for the contents, issuance, amendments and
revisions of Operations Manual.

Revisions can be started by every employee whose job is related to OM. (All Post
Holders and deputies, Accountable Manager, Cabin Crew Manager, Compliance
Monitoring Manager in accordance with respective Post Holders). Initiative for revision,
explained in written form, should go through Department Managers and Division
Directors. They shall decide about acceptability of the initiative. They shall also decide
who will do the revision.
Every OM Revision shall be done according to M-QLT-02 Quality Hand written
amendments and revisions are not permitted except in situation requiring immediate
amendment or revision in the interest of the safety Documentation Development and
Management procedures.
This means that all OM Revisions which should be approved by LYCAA (Operations,
Ground, Training and Maintenance documents) and all other revisions of OM must be
checked by Aeronautical Expert assign by the authority, before publishing.
Revisions will be issued as required from time to time and distributed through Flight
Operations Department by means of consecutively numbered Revision Letters.
The instructions/revisions of the OM are published as following:
I) On white paper: All Permanent Instructions.
II) On yellow paper: All Temporary Instructions.

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Each holder of the OM and each person responsible for a copy of the OM in his keeping
(i.e. an office copy being a source of reference for himself and others), shall revise the
manual at the time specified with the amendment and complete the List of Temporary
or Normal Revision and List of Effective Pages of all Parts of the OM.

Each Revision must be recorded on the "List of Revisions" table inserted in the front of
the Manual. A break in the sequence of revision numbers indicates that a particular
Revision has not been received and the Manual holder should immediately request
it.(refer to List of Effective Pages). If so, please immediately contact Distribution officer.

0.2.2 Record of revisions

KEEP THE MANUAL UP-TO-DATE by inserting all revisions immediately and checking
that all sheets mentioned in the Revision Letters have been received.

The Manual holder is responsible for checking that all sheets mentioned in the List of
Effective pages have been received. It is also the responsibility of the holder to keep
his Manual up-to-date by inserting all revisions as they are issued.
Old pages must be replaced with new revised pages and destroyed.

Revisions are numbered consecutively. When received, every change must be done
according to list of changes (usually posted with changes).

Please, compare every change and page with List of effective pages. A break in the
sequence of Revision numbers, or a missing page according to List of Effective pages
indicates that a particular Revision has not been received and the holder should
immediately request this from LIBYAN WINGS Flight Operations Department.

0.2.3 Handwritten amendments and revisions

Hand-written amendments and revisions are not permitted except in situations

requiring immediate amendment or revision in the interest of safety. In that case, it
shall be changed ASAP.

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INSERTED
REV No. ISSUE DATE
BY DATE

10

11

12

13

14

15

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0.2.4 Pagination

The Operations Manual is divided in Parts (Four parts: Part A,B,C & D). In general
Parts are divided into sections and subsections. Each Manual sheet bears header and
footer.
Header
Header is divided in three columns:
OM (Operations Manual) part (i.e.
A,B,C,D) and numbers indicating
section and if needed subsection.

Manual name and section name

Chapter: XX
Operation Manual

Company name

Footer

Issue No. Date of last revision

Page number Revision No:

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0.2.5 Annotation of changes

In order to identify changes, additions or deletions, a black vertical line shall be used
to outline revised or newly published paragraphs on the pages. In addition, an
introduction will be provided, identifying the revised pages and briefly describing the
reason for their revision. Personnel are required to carefully take note of the change.

0.2.6 Temporary revisions

Temporary Instructions bear the same index references as the original instructions to
which they refer. A part from their temporary status, they are dealt with the same as
with regular instructions.

When it becomes necessary to distribute changes of the OM at very short notice or to

distribute changes limited to a defined period of time, a Temporary

Revision" will be published on yellow paper. The page(s) affected shall be entered in
the "Temporary Revision Record". Temporary Revisions shall be brought to the
attention of the Authority immediately and, unless limited to a defined period of time,
be followed by a normal amendment as soon as practicable. Temporary Revision’s
color pages will be yellow.

0.2.7 Distribution

Manuals and Handbooks are the property of LIBYAN WINGS and are lent to some
employees and are to be distributed to LIBYAN WINGS employees (personally) upon
their arrival to the company. They are lent and personally distributed to the relevant
employees upon their arrival to the company: each interested Post Holder shall provide
all these new employees with all required material including a copy of the O.M. Other
operations personnel that are not employed by LIBYAN WINGS but are, at one point
or another, under LIBYAN WINGS jurisdiction (i.e. handling agents) will be made
aware of the availability of the required material.

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As soon as new amendments and revisions become available, they will be

distributed to the holders of the relevant Manuals generally in two possible ways:

- By means of "personal mail boxes" within the company’s headquarters or

"company mail" for positions out of the Home base.
The personnel will be invited to the office made responsible for distribution of
the specific material.

In the event of an employee's transfer or termination of service, the

Manual/Handbook shall be personally handed over to the office from which he/she
received it.

Because of the high cost of publishing Manuals/Handbooks of this type, it is

essential that the holders guard against damage to or loss of them.

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1 ORGANISATION AND RESPONSABILITIES................................................................................3

1.1 DEPARTMENTS..............................................................................3
1.1.1 Address LIBYAN WINGS AIRLINES ......................................3
1.1.2 Divisions & Departments at address........................................4
1.2 OPS ORGANIGRAM and NAMES ...................................................4
1.2.1 Nominated Post-Holders..........................................................5
[Link] Post Holders functions..........................................................5
[Link] Post Holders availability and Deputies .................................5
[Link] Other Management Personnel..............................................5
1.3 RESPONSIBILITY AND DUTY OF OPERATIONS PERSONNEL....6
1.3.1 General...................................................................................6
[Link] Chief Pilot ………………………………………………………..6
1.3.2 Accountable Manager (AM).....................................................6
[Link] Duties and Responsibilities..................................................7
1.3.3 Flight Operations Post Holder (FOPH)....................................8
[Link] Requirements ......................................................................9
[Link] Duties and Responsibilities..................................................9
[Link] Deputy Flight Operations Post Holder (DFOPH).................11
[Link] Examiners (TRE).................................................................11
[Link] Flight Operations Secretary.................................................11
[Link] Operations Coordination Center (O.C.C.)............................12
[Link] Performance and Operations Engineering…… ..................14
[Link] Roistering.............................................................................15
[Link] Chief of Cabin Crew............................................................16
1.3.4 Crew Training Post Holder (CTPH)........................................17

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[Link] Duties and Responsibilities..................................................18

[Link] Deputy Crew Training Post Holder (DCTPH).......................19
1.3.5 Ground Operations Post Holder (GOPH)................................19
[Link] Duties and Responsibilities..................................................20
[Link] Deputy Ground Operations Post Holder (DGOPH)...............21
1.3.6 Maintenance/CAMO Post Holder (MPH)..................................21
1.3.7 Flight Safety Manager..............................................................24
[Link] Qualifications........................................................................24
[Link] Responsibilities ....................................................................24
[Link] Activities...............................................................................25
[Link] Flight Safety Officer..............................................................25
1.3.8 Security Manager.............................................................. ......26
1.3.9 Compliance Monitoring Manager .............................................26
1.4 AUTHORITY, DUTIES AND RESPONSIBILITY OF THE COMMANDER ..30
1.5 DUTIES AND RESPONSIBILITIES OF CREW MEMBERS OTHER THAN
THE COMMANDER ............................................................................35
1.5.1 General...................................................................................35
1.5.2 Co-Pilot ..................................................................................37
1.5.3 Cabin crew..............................................................................38
1.6 LIBYAN WINGS AIRLINES ORGANIGRAM.....................................39
1.6.1 Flight Operations Department Organization............................39

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1 ORGANISATION AND RESPONSABILITIES

1.1 DEPARTMENTS

The Operator is structured into 7 departments/ key personnel:

• Flight Operations Manager.;

• Crew Training Manager.;
• Ground Operations Manager.;
• Maintenance / CAMO Manager.;
• Safety Manager;
• Security Manager;
• Compliance Monitoring Manager.

Flight Operations, Crew Training, Ground Operations and Maintenance Departments,

directly involved in flight activity, are coordinated by the Flight Operations Department
and also for diverse Transport of Passengers (TP) activities such as ferry flight, training
flight etc.
Names and contact of the personnel of the organigram can be found in Appendix A.
The schematic organigram of operator’s structure may be found the end of this
Section 1.

1.1.1 Address LIBYAN WINGS AIRLINES

LIBYAN WINGS AIRLINES MITIGA, Airport Tripoli, Libya
Tel: +218 21 723 7913
Fax: +218 21 480 3737
e-mail: info@[Link]
Website: [Link]

All directors, managers and operational officers have officially personal e-mail
addresses. See Appendix A for more information.

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1.1.2 Divisions & Departments at address

Accountable Manager office:

see 1.1.1

1.2 COMPANY ORGANIGRAM and NAMES

The following schematic organ gram is depicting the main organizational structure
of the Operator and the relationship between different Departments / key
personnel of the Top Management.

C.E.O
Wesam Elmasri

Compliance Monitoring Manager Safety Manager

Omran Gered Mohamed Shebani

Security Manager
Hesham Mslaty

CAMO Manager Ground operation Flight operation Training Manager

Abdurhaman Manager Manager Shadli Abusen
beltayef Hadi Salem Tarek Ellali

The organization of each particular Department will be shown together with

the description of the functions, responsibilities and activities of the Department
itself.

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1.2.1 Nominated Post-Holders

[Link] Post Holders functions

The Six main functions of the management are:

• Determination of LIBYAN WINGS AIRLINES Flight Safety Policy;

• Allocation of responsibilities, duties and issuing instructions to individuals,
sufficient for implementation of LIBYAN WINGS AIRLINES policy and the
maintenance of safety standards;
• Monitoring of Flight Safety standards;
• Recording and analysis of any deviations from LIBYAN WINGS AIRLINES
standard and ensuring corrective action;
• Evaluating the safety record of the LIBYAN WINGS AIRLINES in order to
avoid the development of undesirable trends;
• Liaison with Authority.

Post Holders and Compliance Monitoring Manager are nominated in accordance with
LYCARs shall be acceptable to the Authority. In the overall interest of the safe conduct
of air operations, nominated post holders must have proven competency in civil
aviation.

“Competency” means that an individual must have a technical qualification and

managerial experience acceptable to the Authority. A nominated Post Holder must not
be nominated as a Post Holder by the holder of any other AOC, unless acceptable to
the Authority.

[Link] Post Holders availability and Deputies

• Post Holders must be reachable at all times.

• Legal provisions prescribe that continuity of supervision in the absence of a
nominated Post Holder must be ensured.
• The deputy substitutes the holder (in his activities, but not in his responsibilities)
in case of prolonged absence. Such a case the nominated MANAGER. must
notify, in a written form, the name of the deputy and his finding, the presumed
period of absence and his own finding for emergency reasons.

[Link] Other Management Personnel

Not required by LYCAA

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1.3 RESPONSIBILITY AND DUTY OF OPERATIONS PERSONNEL

1.3.1 General

These terms of reference are not fully comprehensive but are intended to provide
personnel with a general appreciation of the functions, duties and responsibilities of
the various offices.

The Company has a responsibility to ensure that all employees are made aware that
they will comply with the laws, regulations and procedures of those States in which
operations are conducted and which are pertinent to the performance of their duties
and that all crews are familiar with the laws, regulations and procedures pertinent to
the performance of their duties.

Any Post Holder or Management Personnel must ensure that services provided by
other organizations meets the required standard.

[Link] Chief Pilot

The Pilot is responsible to the Flight Operations Manger for the establishment of
standards and the maintenance of discipline within his flight crew . He liaises with the
Flight Crew Training manager and Flight Crew Training Chief Instructor on all flight
crew training issues pertinent to his aircraft type and with crew Scheduling for all crew
checks. The Chief Pilot is also responsible for the establishment and supervision of
methods of record – keeping for flight crew licenses, type ratings, endorsements,
appropriate renewal dates, and flight time/duty time records. He also assists the Flight
Operations Manager in establishing new policies and procedures for aircraft
operations flight crew duties, and:
 Co-ordinates with the Maintenance Department on all technical matters,
including the establishment of, and timely amendments to, the MEL.
 Coordinates with Flight Operations Engineering all performance and
operations engineering issues and Aircraft Operations Manuals issues and
amendments.
 Issues operational and technical information to his pilots.
 Interfaces with the aircraft manufactures on operational and technical issues.

1.3.2 Accountable Manager (AM)

The Accountable Manager (AM) has corporate authority for ensuring that all operations
and maintenance activities can be financed and carried out to the standard required by
the Authority.
The AM has corporate authority for ensuring that all:

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− Operations according to LYCARs and “ Law on Civil Aviation of Libya.

− Maintenance activities according to PART 145 as applied for organization.
− Organization of other activities according to IOSA standards;
− Other standards required by the authority applied, and
− Any additional standards required by LIBYAN WINGS AIRLINES can be
financed and carried out to the standards required.

Accountable Manager must be acceptable to the Authority (LYCAA Civil Aviation

Authorities of Libya), and other legislative and government authorities as regulated by
law.

[Link] Duties and Responsibilities

The Accountable Manager’s particular responsibilities are:

DEPARTMENT POST HOLDER

FLIGHT OPERATION
POST HOLDER Capt. Tarek Elalli

CREW TRAINING
POST HOLDER Capt. Shadli Abusen

GROUND OPERATION Mr. Hadi Salem

POST HOLDER
MAINTENACE/CAMO Eng. Abdulrahman Beltayaf
POST HOLDER
SAFETY MANAGER
POST HOLDER Capt. Mohamed Shebani

SECURITY MANAGER
POST HOLDER Mr. Hesham Msalaty

COMPLIANCE MONITORING
Eng. Omran Gered
MANAGER POST HOLDER

• For the Quality System, including the frequency, format and structure of internal
management evaluation activities;
• For researching corrective actions and ensuring, through the Compliance
Monitoring Manager, that the corrective actions have re-established compliance
with the standard required;
• For realizing Quality Policy ;

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• For implementing any Flight-Safety measures considered necessary in the light

of current and desired status comparison;
• For the final selection and appointment of all operations employees;
• For devising and recommending suitable pay scales for employees;
• For proposing a budget for the dependent Departments.
• For making the most effective use of all the Department’s resources.
• For the management and supervision of administrative arrangements involved
in the operation of the LIBYAN WINGS AIRLINES Aircraft.
• For obtaining and maintaining the necessary authorizations and licenses
required for the operation of the LIBYAN WINGS AIRLINES Aircraft.
• For liaison with Authorities to ensure that the LIBYAN WINGS AIRLINES
operations are in accordance with the authorization issued to it;
• For ensuring that valid aviation insurance cover for the aircraft, crew,
passengers and third parties is in effect while the `LIBYAN WINGS AIRLINES
Aircraft are operating;
• For overall responsibility for the following activities:
a. Flight Operations;
b. Maintenance;
c. Ground Operations;
d. Recruitment, administration, training of flying and ground operations staff;
e. Quality System.
• For ensuring that the LIBYAN WINGS AIRLINES operations are of a high
standard thereby enhancing the LIBYAN WINGS AIRLINES image throughout
the LIBYAN WINGS AIRLINES area of operations; for promoting good relations,
with and among, employees.

1.3.3 Flight Operations Manager

The Flight Operations MANAGER. is responsible to the Accountable Manager for all
the duties assigned to the Flight Operations Department.
In order to meet the goals, the Flight Operations MANAGER. Has been allowed by the
Authority to utilize the internal organization and the support of an external
organization.

In addition to the above, Flight Operations MANAGER. Contracts with an external

organization for other duties, like:

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-Selection of other than Flight Crew personnel;

-Secretary business job.

Even if LIBYAN WINGS AIRLINES contracts external organizations to provide certain

services, in accordance with LYCAA / CAT, the responsibility for the proper standards
are retained by the Operator and, in the present case, Flight Operations MANAGER. is
tasked of ensuring that LIBYAN WINGS AIRLINES meets the required standards.

[Link] Requirements

Flight Operations Manager . must have a proven competency in civil aviation, which
means technical qualification and managerial experience acceptable to the Authority and
must hold a valid ATPL License appropriate to the operations to be conducted under
the AOC (LCARS)

[Link] Duties and Responsibilities

• To ensure the safe and efficient overall operation of LIBYAN WINGS AIRLINES
aircraft;
• He is the overall supervisor of the Flight Operations Department;
• In particular his responsibilities are: safe, legal and efficient operations of Flight
Operations.
• He will ensure that the LIBYAN WINGS AIRLINES Operations comply with
National and International regulations and that the terms and conditions laid
down in the granting of the LIBYAN WINGS AIRLINES AOC are met and
maintained;
• To set and maintain operating standards and procedures;
• To set, monitor and control the operational standards of all aircraft authorized
under the AOC issued to LIBYAN WINGS AIRLINES;
• Support the Accountable Manager in ensuring that adequate resources are
available to meet the company and regulatory requirements;
• To ensure the regularity of administration, conduct, morale and standards of all
aircrew and non-aircrew flight operations personnel;
• The production of the LIBYAN WINGS AIRLINES Operations Manual (OM);
• To ensure that Operations Manuals lay down an operational policy and clearly
defined management structure showing areas of delegated responsibility;

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• Maintaining contact, in the Company’s interest, with other Companies,

Government Departments, Civil Aviation Authorities and professional.
• The designation of aircraft Commanders.
• For liaison with the Authority’s designated Inspectors to ensure that the
LIBYAN WINGS AIRLINES operations are in accordance with the authorization
issued to it.
• The overall supervision of flight and route planning and briefing and the issuing
as required of all general and specific weather minima.
• Overseeing the maintenance of all records which includes competency check,
emergency and survival drill checks, crew regency and all necessary flight
returns.
• Taking all practicable steps to ensure that every flight is operated in accordance
with the terms, conditions and limitations of the LIBYAN WINGS AIRLINES and
aircraft owner’s relevant insurance policies.
• The selection and recruitment of flying and ground operations personnel.
• Periodic review of Aircrew and Operations staff establishments to ensure an
adequate force of properly qualified personnel.
• To maintain, and retain, the Flight and Cabin Crew flying and duty hours records,
ensuring that no limits are exceeded and all restrictions are adhered to.
• Ensuring that all authorizations necessary for flight activity have been obtained
are available and notified to the Commander;
• Developing a management strategy in order to ensure most efficient usage of
Air Crew and Ground Personnel assigned to the Flight Operations Department
in accordance with the Regulation Authority.
• Correcting all the deficiencies concerning in-flight services.
• To perform a continuous monitor of the communication network integrity.
• To manage the storage of the information data and their availability.
The FOPH has the right to.
• Select the management members of the subordinate functions, respecting the
opinion and even veto-right of the superiors.
• Suspend subordinates from their duties, functions and rights where this seems
necessary for a safe conduct of flight operations and initiate disciplinary
procedure.
• Approve procedures valid for subordinate functions.
• Approve the conduct of flights or series of flights concerning Safety or flight
operational aspects.

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• Prohibit flights or series of flights or to entirely suspend flight operations for

safety reasons. In his absence the Deputy Flight Operations Post Holder will
deputize for him.

[Link] Deputy Flight Operations Manager

Deputy Flight Operations MANAGER. must have a proven competency in civil aviation,
which means technical qualification and managerial experience acceptable to the
Authority. The deputy substitutes the holder ( in his activities , but not in his
responsibilities in case of prolonged absence. ( Refer to OM – A [Link] ).

[Link] Examiners (TRE)

They are flying personnel from internal or external organizations, in charge of checking
Air Crews. In this task they operate under the Flight Operations Manager
authority. The main duties assigned to them are as follows.
The job of a TRE (Type Rating Examiner) is to perform, by appointment of the
Authority, recurrent or ex-temporary proficiency checks to Flight Crew member both on
ground and/or in flight in order to meet the operational requirement;
They must carry out sufficient flying / synthetic flying / ground preparation duties as
required maintaining a high standard of personal proficiency in order to be able to
accurately assess the competency of the Crew to be checked.

[Link] Flight Operations Secretary

The Flight Operations Secretary:

• Maintain a record of individual crew member qualifications.
• Ensure that all flight crew members are holding valid license, visas if required,
and medical checks as necessary.
• Maintain a crew member data file.

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• Cooperate with [Link]. for the routine and typical secretary activities.
Other activities:
• To take care of the logistic courses aspects;
• To collect training data activities of the Crew Training Department and of the
single trainee/teacher;
• To update the administration and the budget of the Crew Training Department.

[Link] Operations Control Center (O.C.C.)

The person responsible for this department must:

• Ensure the management of the flight program, through the satisfaction of the
client and the realization of objectives of punctually and regularity;
• Ensure the management of irregularities and any variation to scheduled flight,
taking final decisions that minimize discomforts to the clients thanks to the
integration of the expertise of the various operational functions;
• Ensure the constant management of the operational program 24 hours a day,
guaranteeing the delivery to clients of the flight products according to the
objectives of maximum effectiveness in the respect of the criteria of optimization
of the resources available;
• Monitor constantly all passenger and postal flights in order to highlight any
anomalous situation that may appear, and therefore prevent, when possible, or
intervene immediately to the clients, due to changes of the flight scheduled;
• Handle variation to the scheduled flights in order to adjust the programs by
evaluating the best available alternatives and employing the aircraft operational
resources and crew to achieve the product;
• Adopt in this context the solutions defined by Direction as regards commercial
matters;
• Ensure a feed-back to the Flight Operations MANAGER. and to other departments
involved regarding the flight activity progress and significant operational
phenomena;
• Give the “planning, programming and Roistering office” a constant feed-back
about the operational activities, to analyze any variation from what was
scheduled and evaluate any corrective action.

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• Ensure flight dispatcher activities, preserving operational and safety standards

and grating the management of the flight slot, both for operational programs and
flight activities not previously programmed;
• Represent the Company to Bodies/external Authorities (LYCAA, etc.) for
recurrent operational problems;
• E n s u r e , within the ”crisis management” the co-ordination of the bodies involved
and a support in crisis event.

For more details refer to “Operations Control C e n t e r Procedure” available at

O.C.C. office.

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[Link] Performance and Operations Engineering

The person responsible for this area depends directly on the Flight Operations Post Holder
and has the responsibility of supplying the Technical Navigating Personnel and the Cabin
Assistant, the documentation, manuals and forms necessary to perform the flight activity.

The person responsible for this area must:

• In co-ordination with the [Link]. (Publications / Librarian), supervise

the preparation, issue, updating and distribution of the Operations Manual and of
all other documents related to the flight crew duties and to the other connected
activities. It utilizes also external support provided by an external organization;
• Take care of the elaboration and updating of the OM-B Aeroplane Operating
Matters) and C (Route Manual, published and amended by Lufthansa Lido
) in coherence with the regulation in force, and in connection with the other
Company’s departments responsible for other areas such as the Technical
Operation of the Maintenance Department;
• Ensure the development and diffusion of operational and navigating procedures
for the utilization of the aircraft, the analysis of non scheduled flights, new
lines/stopover, the control of fuel costs and flight assistance, in the respect of
the policies of the Flight Operations Post Holder and operational standards,
monitoring the international rules and regulations;
• Guarantee the gathering, selection, analysis, elaboration and diffusion of
documentation referring to flight operations, ensuring a quality check on activities
performed by third parties,
• Ensure the availability of techniques and operational procedures for the optimal
utilization of the aircraft by the Navigating Personnel, on the basis of indications
given by the manufacturers in the respect of the official certification documentation,
of aeronautical regulations and policies and standards of the Flight Operations Post
Holder;
• Guarantee the punctual update of the pertinent documentation (manuals, aircraft
and navigation documents) on board of aircraft and on eventually Operative Support
Office;
• Guarantee the immediate and accurate preparation of the documentation (Flight
Planned, Flight Log etc.) That has to be kept on board of the aircraft, and when

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Provided, the consignment of operational documentation directly on board of the

aircraft;
• Guarantee a continuous monitoring of fuel costs and flight assistance, giving
anticipatory and final budget reports showing adequate analysis of the deviations;
• Ensure studies of feasibility, and technical and cost analysis on network
hypotheses;
• Ensure the analysis of the regulations and rules issued by the Authority and
national/international Institutions in order to adjust the internal procedures;
• Ensure a continuous and adequate technical support to the O.C.C.;
• Give instructions about the Individual Runway Tables (IRT), published and
amended by LIDO for LIBYAN WINGS AIRLINES;
• Participate to various meetings with external Authorities to represent the interests of
the Company;
• Monitor the processes of Document Management in order to guarantee coherence
with what requested, within the “Quality System” and in the respect of the
regulations;
• Co-operations with Technical Department for elaboration of M.E.L. (Flight
Operations Procedures), Weight and Balance Chart, Service Bulletin applications
and other information regarding his competence;
• Check, control and storage the Flight Envelope that the Co-pilots fills and sends.

For more details refer to “Technical Operations & Navigation Department

Procedure” available at Technical Operations & Navigation Office.

[Link] Rostering

The Rostering Office:

Establish the number of Flight Crew required in cooperation with [Link].;

• Establish a crew roster in accordance with current Libyan Civil Aviation

regulations (Law on Aviation, Chapter 7 to satisfy operational requirements (see
OM-A Chapter 7 Flight time limitation);
• Ensure that duty time and flight time limitations not exceeded;
• Establish and maintain a system crew rotation;
• Schedule simulator and training in coordination with Training Manager

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• Schedule medical check in coordination with Flight Operations Secretary;

• Administrate requests for leave;
• Notify Flight Crew members of their duty roster sufficiently in advanced;
• Notify Flight Crew of roster changes;
• Administrate Flight Crew request about holiday, permissions and other in
cooperation with [Link].;
• Institute short term changes to the Crew roster as required;
• Monitor cost of Crew accommodation, transfer and allowances in coordination
whit the [Link]. and Commercial Department.

[Link] Chief of Cabin Crew

The Chief of Cabin Crew shall usually be an active Senior Cabin Crew member. Chief
of Cabin Crew is appointed to this position by Flight Operations Manager. He/she
reports directly to Flight Operations Manager.

The Chief Cabin Crews liaise with the in-flight services on cabin service matters and
liaise with the Crew Training Manager on cabin crew training matters.

To ensure the functioning of the Quality System within the Cabin Crews her/his
functions, duties and responsibilities are to:

• Supervise all cabin service related activities in the company in order to ensure
a maximum of professional and friendly passenger service;
• Cooperate with Crew Training Manage in establishing the requirements for
employment that cabin crew have to meet, and in establishing check and
training syllabi and procedures;
• Closely cooperate with Flight Operations Manager and Technical &
Navigation Department in the publication of cabin crew related directives in
the OM and other instructions which shall aim to ensure the Safety of cabin,
passengers and

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cabin crew on the one hand, are passenger service oriented on the other and
contain the relevant abnormal and emergency procedures.
• To conduct check flights; to check the professional standard and development
of her/his personnel; to prescribe additional training.
• To ensure, in cooperation with the crew scheduling that checks of her/his
personnel are being conducted in due time.
• Ensure exchange of information and experience within her/his and interfacing
departments.
• Carefully process occurrence reports and other reports, to investigate cabin-
related irregularities and to recommend remedial action to the Director Flight
Operations.
• Inform the Flight Operations Manager. to call a hearing - disciplinary procedure,
when such action seems appropriate (accident, irregularity, violation) and to
cooperate in the resulting investigation.
• Participate in regular assessments of the Safety of the airplane cabin’s
installations, and to recommend, in cooperation with the Flight Operations
Manager., improvements.
• Keep up-to-date on cabin service related developments.
• Cooperate in improving technical installations in the cabin, in improving
passenger safety and comfort, and in improving the on-board service.

The Chief of Cabin Crew has the rights to:

• Select the team leaders and the cabin crew members to be employed,
respecting the veto-right of the Flight Operations Manager.;
• Suspend team leaders and cabin crew members from these functions and
initiate a disciplinary procedure.

1.3.4 Crew Training Post Holder (CTPH)

The Crew Training MANAGER. is responsible to the Accountable Manager for all
the duties assigned to the Crew Training Department. The Crew training Post Holder
must have a proven competency in Civil Aviation ( Technical and Managerial
Experience acceptable to the Authority ).

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are retained by the LIBYAN WINGS AIRLINES Crew Training MANAGER. must have a
proven competency in civil aviation, which means technical qualification and
managerial experience acceptable to the Authority and should be current Type Rating
Instructor on a type / class operated under the AOC.

[Link] Duties and Responsibilities

• To provide and manage all training facilities so as to satisfy the Civil Aviation
Authority (LYCAA ) and Company requirements.
• To ensure the provision/development of safety procedures and refresher training
for all Flight and Cabin Crew.
• To prepare all training syllabi and routine licensing and testing of Flight and
Cabin Crew, ensuring that they comply with the LYCAA training requirement for
the maintenance of training and testing records.
• For liaison with the LYCAA in all matters pertaining to training whether
mandatory or not.
• To ensure the correct training is given to Flight and Cabin Crew within the
Company in accordance with operational standards and Statutory Legislation
including Safety and Survival training.
• The updating and amendment of the OM Part D Training Manual in accordance
with the LYCAA , OPS and company requirements.
• To prepare all aeronautical training syllabi and testing of Ground Personnel;
• Additional Responsibilities

In addition to the duty and responsibility as Crew Training Manager, in coordination with
Flight Operations Manager., he is responsible for:

• Recommendations for simulator availability, effectively and cost.

• The training and regular checking of all categories of training examiner Captains;
Determining and arranging the content of courses for any new aircraft types or
equipment the Company may decide to operate as applicable, all aspects of All
Weather, CRM, R-NAV training and procedure Completing the training review
process and implementing the necessary changes;
• Monitoring training progress, determining individual training needs and issuing
the appropriate certificate on completion of training.

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• Developing training policy, standards and the more cost effective training
methods.
• Maintaining of training and testing records.
• The provision of additional training facilities for other operators.
• The provision of additional training for Air Crew who fail to meet and maintain
the required proficiency standards.
• Ensuring that Air Crew conversion, command, refresher and recurrent training
programs are completed according to agreed schedules.
• Establishing the training, re-training and recurrent training policy for Flight Crew.

Note: Any Crew Member or Ground Personnel when acting in a role of training are
under the authority of Crew Training Manager
In his absence the Deputy Crew Training MANAGER. will assume his
responsibilities.

[Link] Deputy Crew Training Post Holder (DCTPH)

Deputy Crew Training MANAGER. must have a proven competency in civil aviation,
which means technical qualification and managerial experience acceptable to the
Authority , In absence of the Crew Training MANAGER., the Deputy Crew Training
MANAGER. The deputy substitutes the holder ( in his activities , but not his
responsibilities ) in case of prolonged absence . such a case the nominated Manager
must notify , in a written form. ( Refer to OM- A [Link] ).

1.3.5 Ground Operations Post Holder (GOPH)

The Ground Operations MANAGER. is responsible to the Accountable Manager for all
the duties assigned to the Ground Operations Department.
In order to meet the goals, the Ground Operations MANAGER. has been allowed
by the
Authority to utilize the internal organization and the support of an external organization.

LIBYAN WINGS AIRLINES contracts external organization to provide certain

services, in accordance with LYCAA regulations , the responsibility for the proper
standards is retained by the Operator.

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Ground Operations MANAGER. must have a proven competency in civil aviation, which
means technical qualification and managerial experience acceptable to the Authority.

[Link] Duties and Responsibilities

The Ground Operations Manager is primer LWA responsible for the safe and
efficient management of the ground operations (ramp operations).
In particular his responsibilities are:
• The supervision and training as necessary of the Operator’s ground handling
agents in the preparation of flight documentation;
• The initial and subsequent training as required of the Operator’s Ground
Operations personnel and their release for duty following recruitment;
• The preparation of General Declarations and the ensuring of compliance with
the health regulations of any ports the Operator aircraft are scheduled to visit;
• Ensuring that the aircraft carries an adequate supply of immigration and customs
declaration forms for all countries;
• Liaison in all aspects of the dispatch of the aircraft with the Operator’s ground
handling agents;
• Overseeing the completion of the actions and requirements listed in the Ground
Operation Manual prior to each aircraft departure;
• The preparation, publication and amendment of the LIBYAN WINGS
AIRLINES Ground
Operation Manual (GOM);
• Inspecting stations as necessary to check on effectiveness of standards
regarding the load, weight and balance, and ramp procedures;
• Ensuring all Ground Safety and Security procedures are effectively implemented
and continuously updated and control ramp safety;
• To investigate all reports of deviation from Standard Procedures and take
necessary actions (i.e. Journey log);
• To establish policy and associated standards for passenger and airport handling
performance and maintenance;
• To supervise the load Control procedures in respect of carriage of special load
i.e. live animals, wheel chairs, etc.;
• To perform a continuous monitor of the communication network integrity;
• To manage the storage of the information data and their availability;
• To prepare and develop the LIBYAN WINGS AIRLINES’s Crisis Manual.

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In his absence the Deputy Ground Operations Post Holder will deputize for him.

[Link] Deputy Ground Operations Post Holder (DGOPH)

Deputy Ground Operations MANAGER. must have a proven competency in civil

aviation, which means technical qualification and managerial experience acceptable
to the Authority. He follows the activities of the Department, maintaining himself
updated in all matters and exercises an active collaboration with MANAGER.
In absence of the Ground Operations MANAGER., the Deputy Ground Operations
MANAGER. assumes his duties but not responsibilities. ( Refer to Ground Operations
Handling Manual ).

1.3.6 Maintenance/CAMO Post Holder (MPH)

The Maintenance/CAMO Manager is responsible to the Accountable Manager for all

the duties assigned to the Maintenance Department .

He is a nominated Manager, acceptable to the Authority, and his main functions, duties
and responsibilities are given below.
More detailed descriptions are given in the LIBYAN WINGS AIRLINES’s Maintenance
Management . Exposition/Maintenance Organization Exposition (MME/MOE).

The main purpose and goal of the Maintenance Management Exposition/Maintenance

Organization Exposition (MME/MOE) is to set the procedures, means and methods of
the operator in aircrafts maintenance policy. Compliance with MME/MOE will ensure
compliance with LYCAA requirements, which in conjunctive agreements with appropriate
Maintenance Organization Expositions, is a pre-requisite for obtaining an acceptance
of the operator’s maintenance system by the Authority.

To ensure the functioning of the Quality System within the Maintenance Department,
the MPH is responsible for monitoring and ensuring that the entire maintenance system
conforms to and is being conducted in accordance with PART 145 and procedures

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approved by the Authority. He defines the whole system of maintaining or regaining

the airworthiness of company airplanes, which includes:

• Carrying out pre-flight checks;

• Rectification to an approved standard of any defect or damage affecting Safety;
• Implementation of any operational or airworthiness directive and any other
airworthiness requirement made mandatory by the Authority, and making
modifications in accordance with approved standards.

LIBYAN WINGS Maintenance Program is subject to approval by the

Authority.
The Maintenance MANAGER. ensures that all maintenance is carried out on time
and to these approved standards. He/she:
is responsible for the definition, development and implementation of the
maintenance procedures in accordance with the maintenance policy described in
MME/MOE, Maintenance Program and other documents issued by LYCAA .

• All necessary airworthiness data from LYCAA and the aircraft manufacturer as
appropriate to the task being performed, and for notifying the accountable
manager whenever deficiencies emerge which require his attention in respect of
finance and acceptability of standards;
• Ensures implementation and functioning of the Quality System and the Quality
System procedures in the Maintenance Division, according to LIBYAN WINGS
AIRLINES Compliance Monitoring Manual.
• Ensures that the company’s aircrafts are made available for maintenance in due
time;
• Makes the necessary strategic and organizational decisions, defines and
redefines the quality goals/tools and aids to quality assurance and audits;
• Defines, redefines and supervises the duties and responsibilities of his
subordinates;
• Decides of personnel use and is responsible for sufficient competent personnel
to plan, perform, supervise, inspect and certify the work being performed;

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• A code of practice in respect of maximum duty hours of maintenance personnel

and has taken account of human factors issues;
• Determines, for maintenance personnel, all training requirements, publishes
training material and, in cooperation with the Authority, the required training and
examination directives and forms;
• Tools, equipment and materials to perform planned tasks;
• Publishes the appropriate maintenance manuals, directives and, where
necessary, forms;
• To ensure that all maintenance procedures are established and published within
the LIBYAN WINGS AIRLINES, to achieve a good maintenance practices and
compliance with LYCAA requirements;
• Ensuring that all maintenance is correctly certified and that records of
maintenance carried out are retained safely and securely for the statutory
period;
• Keeps himself up-to-date on the latest developments in maintenance and
related fields by maintaining close contact with the appropriate manufacturer
departments;
• Relationship with CAMO contractors, including the establishment of the
maintenance contract;
• Monitors any maintenance contractors employed by the Company and ensures
that they meet the required standards;
• Is responsible for assurance of LYCAA approval of relevant documents;
• In the name of Company, co-responsible with Accounting Manager, for the
maintenance of proper standards;
• To publish the approved Minimum Equipment List (MEL) for each aircraft
operating in LIBYAN WINGS AIRLINES;
The MPH has the right to:
• Select the team members /subordinates respecting the veto-rights of superiors;
• Suspend subordinates from their duties, functions and rights where this seems
necessary for a safe conduct of flight and maintenance operations and initiate
disciplinary procedure;
• Approve procedures valid for subordinate functions;
• Prohibit (stops) the flights for safety (maintenance) reasons.

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1.3.7 Safety Manager

He is independent of line management but works through and with the co-operation of
departmental managers and needs to have access to all facets of the organization in
order to fulfill his role.

He works in coordination with C.M. and he is subject audit activity by Compliance

Monitoring System.

A detailed description of the duties and responsibilities of the Flight Safety Manager as
required by LYCAA / OPS . ( Refer to Safety Manual ).

[Link] Qualifications

-The suggested minimum attributes and qualifications required are as follows for
the manager and his deputy:

 A broad aviation/technical education;

 A sound knowledge of commercial operations, in particular flight operations
procedures and activities;
 The ability for clear expression in writing;
 Good presentation and interpersonal skills;
 Computer literacy;
 The ability to communicate at all levels, both inside and outside the Company;
 Organizational ability;
 To be capable of working alone (at times under pressure);
 Good analytical skills;
 To exhibit leadership and an authoritative approach; and
 Be worthy of commanding respect among peers and management officials.

- Training

 The person selected would be expected to become familiar with all aspects of
the Company’s organization, its activities and personnel. This will be achieved
in part by in-house induction training but such knowledge is best acquired by
self-education and research.
 In-company training in basic computer skills such as word-processing, database
management and spreadsheets should be undertaken.
 External training at the very least should cover the management of a safety
program ,basic accident investigation and crisis management and Auditing
Techniques course. Minimum training will consist of courses of instruction in
safety management course and air accident investigation.


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[Link] Responsibilities

The Safety Manager shall:

 Monitor, analyze data and acts as gatekeeper in the Flight Data Analysis Program
(FDM);
 Ensure that the SMS is properly established, implemented and maintained;
 Ensure that safety goals are established for the relevant functions and levels within
Libyan Wings and that they are measured and consistent with safety objective;
 Provide feedback to the Chief Executive Officer on status of reported hazards,
mitigating actions and their effectiveness;
 Provide periodic reports on safety performance;
 Ensure that the organization has a documented procedure for hazard identification
/ reporting, risk assessment, mitigating action development and follow up;
 Ensure that safety records which provide evidence of conformance to requirements
and effective operation of the SMS are controlled, providing as necessary for
identification, storage, retrieval, protection, retention time, and disposition;
 Ensure that an Emergency Response Plan (ERP) is properly established,
implemented and maintained;
 Ensure internal investigations are conducted / followed up; and
 Encourage free reporting of safety related hazards and occurrences.
 Ensure that there is safety management training available and that it meets
acceptable standards.

He will also co-ordinate activities of the Safety Review Board and report and provide
such information on safety matters as required by the Safety Review Board.

Adequate time will be allocated, and support and resources provided by the Chief
Executive so that the SM can discharge his Safety duties and responsibilities.

Allocate a Flight Safety officer to represent him in the Operations department as

mentioned in *[Link]

[Link] Activities

Working with the Flight Safety officer the safety manager will:

• Receive Captain’s report related with Safety matters;

• Propose the improvement of existing Flight safety Procedures;
• To be available to all Flight crew for consultation in safety matter;

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• Ensure that a reporting and central record system is maintained of all

incidents and accidents within LIBYAN WINGS AIRLINES and that a
permanent record of such occurrences is available for an indefinite period;
• Review statistical information and evaluate the occurrence of incidents in
such depth and from a practical perspective so as to detect any adverse
trends and advise line departments in time for action to be taken;
• Report and bring such trends to the attention of the Safety Review Board
and indicate their significance;
• Ensure that accidents and incidents are fully investigated in accordance
with the Safety Manual by the responsible department or individual or, in
specific cases, as directed by the Director of Flight and Ground Operations
or Chief Pilot as appropriate; comment, as necessary, on the findings of
departmental investigations into accidents and incidents and resolve any
differences with such findings by referring to higher authority for a
ruling; and verify that recommendations are followed up, and corrective
actions completed;
• Together with the relevant line departments, represent LIBYAN WINGS
AIRLINES with the Ministry of Transport ,LYCAA , and other countries
equivalents;
• Keep abreast of Flight Safety trends in the aviation industry by attendance
at selected industry meetings and review of safety related publications of
other airlines, organizations and agencies, and advise LIBYAN WINGS
AIRLINES management of appropriate action;
• Obtain, evaluate and disseminate accident and incident information from
other airlines, manufacturers, and authorities or agencies to LIBYAN
WINGS AIRLINES management, crew and operations personnel, and
monitor and report to management on the follow-up action from such
occurrences.
• Issue Flight Safety Notices through loose-leaf folders and divided into
sections according to the particular subject (i.e. information specific to
aircraft type or general information which is applicable to all fleets). Copies
are distributed to all crew report (i.e. after a period of leave or other
absence from duty), with a master copy being maintained by Flight
Operations management. Email distribution of all notices is also another
option currently in use, Notices are withdrawn after the information
contained has been incorporated into the appropriate Company publication
(Ops Manual, FCOM, Maintenance Manual, etc.) or have expired. The
system must be maintained to ensure that out-of-date or superseded
notices are removed.

[Link] Safety Officers

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The Flight Safety Officer reports directly to the Safety Manager and shall:
 Monitor, analyze data within (FDM)
 Prepare and present event and occurrence report findings, risk assessments,
resolutions & flight safety trends of Safety Management System related data;
 Coordinate and participate in flight safety investigations, when required;
 Produce investigation reports, and makes recommendations to the Safety Review
Board;
 Liaising with the Safety Review Board members on Flight/Technical safety matters;
 Coordinate, produce & disseminate safety-related information company wide; and,
 Encourage free reporting of safety related hazards and occurrences.

3.3.1 Qualifications

In-company training in basic computer skills such as word-processing, database

management and spreadsheets should be undertaken.

External training at the very least should cover the management of a safety program and
Auditing techniques. Minimum training will consist of Safety Management System
Course.

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1.3.8 Security Manager

The person responsible of this area is nominated by the AM. He is certified and
accepted by the Authority. The Security Manager must:

• Verify the continuous application of the “National Security Program”, and its
compliance with the Company Security standard;
• Establish and maintain opportune contacts with referent person to which to
delegate Security functions provided by the National Program, for every airport
served by LIBYAN WINGS AIRLINES;
• Plan and co-ordinate training activities refer to the “National Security Program”,
initial and recurrent, for Company’s personnel;
• In order to guarantee an elevated level of attention on the Security, the
responsible planned ground and flight checks, who could be usually routine or
extraordinary character; for this activity he shall report to A.M;
• To develop and manage the Company Security Plan, according to OPS and
National Security Regulations (National Security Program issue by Ministry of
Internal Affairs acting as the National Civil Aviation Security Committee of Libya.
• To inform of any breaches of Security within the Company and to monitor that
appropriate action is taken;
• To propose the improvement of existing Security Procedures;
• To be available to all personnel for consultation on security matters;
• On deputation of the Accountable Manager, issue communications concerning
Security after proper coordination with the involved Post Holders.

Requirements Security Manager & Deputy

Required educational level: University degree or equivalent

Required Experience: 3 to 5 years of experience in the field ofSecurity.
Required competencies:
1- Very good knowledge in the field of Security.
2- Communication skills.
3- Managerial skills.
4- Computer skills.
Nature of the required training before starting the job:
Basic Security and advance training course in Problem Solving and
Decision Making, training course in Internal Quality Auditing.

1.3.9 Compliance Monitoring Manager

The Compliance Monitoring Manager, at the direct dependence of the AM,

establishes and leads the organizations Quality System and defines the structure of
the Compliance Monitoring department.
The responsibilities of the Compliance Monitoring Manager are to ensure that:

• The Quality Assurance System is properly established, implemented and

maintained;
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• The validity of AOC and related documents is granted;

• The Company policy as formulated by the Accountable Manager is fulfilled;
• The Quality System is implemented, monitored and requests when necessary
all remedial actions;
• Compliance to the organization procedures granting safe operational practices
and airworthy aircraft;
• The organization is suitable and proposes the necessary variations, in co-
operation with the involved departments;
• The quality and operational publications of the organization are correctly
preserved, standardized and distributed;
▪ Quality awareness is cultivated and provides quality system training;

His specific tasks are the following:

• Verifies, monitoring within the related area of flight operations, maintenance,

crew training, ground users, that the standards required by the Authority and any
additional requirements defined by the operator are being carried out under the
supervision of the relevant nominated Post-Holder;
• He provides a system (product quality) relating fulfillment of customer
requirements (Tour Operator and Passenger), in co-operation with the
Marketing and Sales Manager and supplies data and information to the
management staff and proposes the eventual improvements;
• Provides feedback to the Accountable Manager and ensures that corrective
actions are identified, addressed and corrected;
• Organizes quality inspections to observe particular events, actions and
documents;
• Plans systematic audits (system, process, product and special audits);
• Proposes corrective actions subsequent to inspections and audits, monitors
implementation and completion of the corrective actions in response to any
finding(s);
• Performs management evaluation as a result of quality inspections and audits,
to check the effectiveness of the management organization;
• Evaluates the effectiveness of corrective actions through the follow-up process;
• Records the results of the Quality Assurance Program;

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• Verifies that subcontractors have the necessary approval to undertake their

tasks;

For the development of his activities he is availed by:

1. Quality Operations Support (QOS);

2. Publications Librarian (PL);
3. Auditors (AUD);
4. Quality Operations Matters Service (QOM).

The Compliance Monitoring Manager reports directly to the AM.

With specific regard to the Technical division he monitors that the standards, on which
the company approval is based, are maintained, reporting the results of the audits to
the AM and Maintenance Post Holder.
In particular he:

• Approves the MME /MOE, prepared and issued by the Maintenance Post
Holder;
• Monitors that the fleet airworthiness requirements are satisfied and reports to
the Accountable Manager and Maintenance Post Holder survey results;
▪ Establishes the Quality Assurance criteria, developing the audit plan that
includes all the provide to the Accountable Manager the audit reports which
permit him the necessary corrective actions;
• Approves the training program developed by the Crew Training MANAGER.
warranting qualifies the technical personnel, taking into account their
knowledge, experience as described in their curriculum vitae, their training
course syllabi and relevant test results;
• Qualifies, when deemed necessary, the organization suppliers of aircraft,
engines, components overhaul and maintenance activities, including technical
services;
• Agrees with the Maintenance Post Holder and the Authorities on the issues, if
any, involving the airworthiness and/or the maintenance program of
organization;

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• Monitors the maintenance program with the aim to attest organization

compliance to the requirement all corrective actions retained necessary as a
result of the audits;
• Monitors that all the maintenance activities subcontracted by LIBYAN WINGS
AIRLINES are accomplished by approved organizations and that these
organizations perform their work tasks in accordance with the work orders and
contractual terms established in the agreements;
• Supports the Maintenance Post Holder in establishing the organization policy in
relation to the embodiment of optional modifications;

Provides the Authority with a periodic report containing information about the
performed audits.

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1.4 AUTHORITY, DUTIES AND RESPONSIBILITY OF THE COMMANDER

The Commander is the legal representative of LIBYAN WINGS AIRLINES in contact

with non- Company people as far as his authority is specified in the various regulations.
He exercises the final authority in relation to the operation of the aircraft. He is
responsible for aircraft’s 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, in flight,

During take/off, landing or taxiing in accordance with the rules, methods and
procedures prescribed in the Operations Manual regardless of whether he is
manipulating the aircraft controls or not.
The responsibility of the Commander for the safety of aircraft and its occupants and
cargo begins when he takes control of the airplane (doors closed). It ends when he
hands the airplane over to authorized ground personnel or to the next flight crew taking
charge.

Finally, his responsibility also ends when he has parked the aircraft and locked it.
The liability of the Commander to his Company and other persons is fixed in the
employment contract as well as in government regulations. All persons on board the
aircraft must obey all lawful directions given by the Commander to ensure its and their
safety. The Commander has the authority to impose any measure he deems
appropriate, including restraint upon persons who, in his opinion, have committed or
are about to commit an offense against penal law (see also Section OM-A-10 of this
Manual).

The authority extends also to acts committed by any person which the Commander
feels will jeopardize the safety of the aircraft, its occupants or cargo. Furthermore, any
such action may be undertaken in order to enable the Commander to deliver such a
person to the Authority.

The Commander has full authority to:

- Disembark any person or any part of the cargo which, in his opinion, may represent
a potential hazard to the aircraft or its occupants;

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- Not allow any person who appears to be under the influence of alcohol or drugs to
be carried on the aircraft;
- To refuse transportation of inadmissible passengers, deportees o persons in
custody whose carriage may pose a risk to the safety of the aircraft or its
passengers.

Commander’s duty, a primary one, is to ensure that all operational procedures and
check lists given and in and required by the Operational Manual 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 aircraft and its occupants and cargo, he may deviate
from rules, operational procedures and methods.
The Commander has the authority and responsibility to declare an emergency
situation‚ whenever deemed necessary.

When exercising his emergency authority, the Commander shall keep the appropriate
control center fully informed concerning the progress of the flight and actions taken.
The Commander sets priorities, but his decisions must give absolute priority to safety,
and give a due regard for economy, quality, passenger comfort and adherence to
scheduled times.

The Commander is responsible for the following:

• The safety of his aircraft, proper servicing of same and maintenance of

airworthiness while executing his flight within the instructions and limitations of the
relevant OM/AOM chapters. Decisions concerning maintenance of airworthiness
shall be made only after due consideration of the advice of a technical specialist,
i.e. Station Engineer;
• Required documents, manuals, current maps and charts – these must be on board
and remain valid throughout the flight or series of flights including for any diversion
which may reasonably be expected;
• The safe and efficient operation during flight duty in accordance with the Company
Operating Policy and common practices of good airmanship;
• The safety of passengers and crew as well as safety and security of the cargo on
board;

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• Discipline and order on board during flight.

To maintain safety and good order, the Commander may remove a crew member from
his duty or from the aircraft, if deemed necessary. The Commander may refuse
passengers for onward transportation if after several requests they still do not follow
the given orders.

Persons obviously intoxicated with alcohol, drugs or narcotics shall be refused. The
Commander also has the right to refuse transportation of inadmissible passengers,
deportees or persons in custody if their carriage poses any risk to the safety of the
aircraft or its occupants.

The Commander shall:

Ensure that standard and emergency procedures (and use of adequate check lists)
and regulations are adhered to by all members of his crew on the ground and in
the air;
- Ensure that relevant emergency equipment remains at LWA accessible for
immediate use.
Co-ordinate and delegate the duties to the various crew members at his own
discretion with due regard to the composition of the actual crew and their licenses;
Delegate at his own discretion, but in a clear manner, part of his responsibilities on
ground and in the air to the authorized ground staff and/or his crew members;
- Ensure that the correct type of fuel, oil and oxygen is loaded and usable in
sufficient quantity to meet the requirements for the proposed flight (fuelling is a
first officer or licensed mechanic duty) ;
- Take all reasonable steps to ensure that the load is properly distributed and safely
secured and that the aircraft mass and balance is within the calculated limits for
the operating conditions;
- Ensure that the aircraft performance will enable it to safely complete the proposed
flight;
- Ensure that ground facilities and services required for the planned flight are
available and adequate;
- Not permit a flight data or a cockpit voice recorder to be disabled, switched off or
erased during flight nor permit recorded data to be erased after flight in the event
of an accident or an incident subject to mandatory reporting;

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Instruct and correct all crew members, especially his First Officers and Pilot
trainees, and give them fullest possible benefit of his experience;
- In order to promote the aeronautical experience and knowledge of his Copilot, the
Commander shall give him the opportunity to plan and conduct the flight, or
portions thereof, under his supervision. The Copilot shall carry out part of flying
and part of the total number of landings. As a rule, the Copilot shall be given the
opportunity to fly at the controls up to 50%, but at least 25% of the total flight time
and carry out such take-offs, climb outs, approaches and landings which fall within
his flying time. The Commander shall, however, perform take-offs, approaches,
landings and other phases of flight he considers critical himself;
- In an emergency situation that requires immediate decision and action, the
Commander or the pilot to whom conduct of the flight has been delegated may
deviate from rules, operational procedures and methods to take any action he
considers necessary under the circumstances in the interest of safety;
- Make sure that a continuous listening watch is maintained on the appropriate radio
communication frequencies at all times whenever the flight crew is manning the
aircraft; notify his superiors whenever behavior/performance off a crew member is
beyond tolerable limits.

The Commander has the authority to apply greater safety margins, including airport
operating minima, if he deems it necessary.

Before the flight, Commander usually holds a crew briefing which usually covers: means
of communication between the flight and cabin crew, turbulence, security, flight time,
altitude, route and the need for life vest/oxygen demonstration.

Basically, political or military orders via ATC for an unscheduled landing are only
compulsory if the given reason is legal. The Commander, however, is usually not in a
position to judge this legality in due time.

In order to avoid repercussions, the Commander is advised to comply with such

imperative requests:

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As long as the aircraft proceeds over the territory of the requiring state; and If the
safety of the operation permits (according to weight, navigation facilities, runway
and airport conditions).

LIBYAN WINGS AIRLINES will initiate the necessary diplomatic steps if the landing
request was illegal and thus caused prejudice to passengers or the Company.
As a rule Commander must be ensured that during take-off and before landing the
flight and cabin crew are secured on their seats with complete seat belts and shoulder
harnesses.

With no exemption, Commander must not permit any abnormal or emergency

procedures training and simulating during commercial air transport flights.
It is Commander responsibility to assure that all LIBYAN WINGS AIRLINES flights are
non-smoking flights.

As a company policy during commercial air transport flights, commander, or on his/her

command, a first officer, will, at least once during flight, inform passengers about:

- Aircraft’s altitude;
- Speed of aircraft;
- Airplane’s position;
- Time to destination; and
- All other information that he/she deems necessary.

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1.5 DUTIES AND RESPONSIBILITIES OF CREW MEMBERS OTHER THAN THE

COMMANDER

1.5.1 General

In order to make LIBYAN WINGS AIRLINES flights safe, efficient and economical, it is
expected that all flight personnel will closely comply with all regulations, instructions
and orders issued for the various crew duties.
Flight personnel observing any deviations from prescribed normal or emergency
procedures will immediately bring such deviations to the attention of the Commander
or the respective superior. All flight personnel shall:

- Maintain familiarity with Company and Government Regulations and Instructions

which are issued in the various applicable Manuals, Handbooks, Working
Copies, Bulletins etc;
- Be familiar with the duties to be performed on the respective type of aircraft;
- Be familiar with the handling of the aircraft system for normal and
emergency operation, especially also with regard to the differences among
aircraft of the same type;
- Be familiar with emergency equipment and procedures;
- Carry all material (adequate check lists) necessary for flight duty.
- Co-operate closely with other flight personnel at all times to ensure the highest
possible standard of safety and efficiency in the preparation and conduct of a
flight;
- Co-operate with all other personnel involved in the actual flight, such as the
ground staff, in order to comply with the Company Operating Policy;
- In the case of crew shift or relief, give full information to the next crew as to all
aspects of the progress of the flight;
- LIBYAN WINGS AIRLINES shall ensure that all cabin crew members wear the
operator's cabin crew uniform and are clearly identifiable to the passengers as
a cabin crew member. Other personnel, such as medical staff, security staff,
child minders, escorts, technical staff, entertainers, interpreters, who undertake
tasks in the

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Cabin, shall not wear a uniform which might identify them to passengers as a
cabin crew member, unless they comply with the requirements of this subpart
and any other applicable requirements of this Regulation.
- Report any details, in general or particular, which are considered to be unsafe,
impractical or inconsistent with Company standards or which could be improved.
Such reporting, including errors made by crews or individuals, offers the double
benefit of sharing experience within the Company and giving the possibility for
adopting corrective measures.

“REMEMBER THAT NON-REPORTING MAY SERIOUSLY AFFECT SAFETY”

The proper execution of any flight operations plan demands constant vigilance, cross-
checking and sharing of information.
If a crew member becomes aware of anything significant with which he disagrees or
that causes him concern; he must bring it to the attention of the commander. This does
not imply that there is more than one pilot in command or that it is a start of an argument
or discourtesy. This requirement is to ensure that the commander is aware of the
factors and judgments that could affect his decisions.

Each crew member must take all reasonable steps to:

- Operate company aircraft safely, economically and punctually in accordance
with the Operations Manual;
- Maintain familiarity with relevant air legislation, provisions of the Operations
Manual and agreed aviation practices and procedures necessary to fulfill his
function;
- Support the commander in the maintenance of a proper standard of professional
expertise, crew discipline, conduct and personal appearance.

Each crew member must report any incident or occurrence that has endangered,
or may have endangered the safety of the flight.

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1.5.2 Co-Pilot

The Co-Pilot shall:

- Act as the Commander’s deputy upon delegation or in the latter's absence;
- Act as the main assistant to the Commander and as a monitoring crew member
during all phases of the flight;
- Be responsible for collection, completion and dispatch of all paperwork i.e. CFP,
NOTAMS and technical reports, etc., if this duty is not expressly assigned to
other crew members or persons;
- Be responsible to prepare and take care the Flight Envelope to delivery, at the
end of duty, to Technical Operations & Navigation Department;
- Be especially well familiar with all technical matters of the flight;
- Be responsible on flights for servicing of aircraft in exceptional cases where no
LIBYAN WINGS AIRLINES own or contracted maintenance is available;
- Assist the Commander in instructing and monitoring of Trainees;
- Execute other assignment given by the Commander;
- Seek and receive such information and/or explanation from the Commander, as
may be necessary to enable the first Officer to fulfill his function;
- In absence of licensed company mechanic-technician control a fuelling process.

Prior to the flight the Co-Pilot shall:

• Attend the pre-flight planning;
• Check and prepare meteorological documents;
• Compute the Company Flight Plan if not prepared by the Flight Operations
Officer;
• File the ATC Flight Plan as applicable;
• Perform spot-checks of emergency equipment;
• Prepare the cockpit and perform the appropriate checks.

During the flight the Co-Pilot shall:

• Perform the Pilot Flying or Pilot non Flying duties according to the Commander's
orders;
• Closely follow up the flight progress and be prepared to take over controls at all
times, especially during take-off, approach and landing, whenever the
Commander should issue such order or show signs of incapacitation;

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• Inform the Commander automatically and immediately if something in the

operation of the aircraft is considered to become abnormal or if deviations from
prescribed procedures, clearances or from the plan of operation show up.
• The Co-Pilot shall be responsible that the cockpit, is left by the crew in good
order (papers collected, other material properly stowed).

During take offs and landings Co-Pilot will be secured on his/her seat with complete
seat belt and shoulder harness.

1.5.3 Cabin crew

Cabin crew is required to be present on public transport flights to perform duties in the
interest of the Safety of passengers. They must be well informed about safety and
policy of the Company.

The primary purpose of the cabin crew members is to ensure passengers safety. They
must inform passengers of emergency and safety procedures during all phases of the
flight and manage procedures following an emergency in accordance with the
Operations Manual (Part B) and Commander instructions.

Each cabin crew member shall:

- Be well prepared and fit for the flight;
- Ensure the respect of “Fasten seat belt” and “No smoking” signs;
- Ensure the comfort and Safety of the passengers;
- Ensure the passengers Safety and escape in an emergency situation.

During take offs and landings all cabin crew members must be secured on their
appropriate seats with seat belt and shoulder harness.
A senior cabin crew member (Purser) must be nominated, by [Link]. in co-
operation with Chief of Cabin Crew, for the flight.

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1.6 LIBYAN WINGS AIRLINES ORGANIGRAM

1.6.1 Flight Operations Department Organization

CEO
Compliance &
Monitoring
Safety Manager Manager
FLT Operations
Manager
Capt Tarek Elalli

Safety Officer Quality Officer

Ismail Shaibalaein Tarek El younsi

Scheduling Officer Flight OPS Secretary

Mr. Mahfoud .A

Chief Training & Head of Flight Head Of Cabin Crew Head Of Performance & Chief Fleet
Standardization Dispatch and OCC Mr. Moukhtar Ali Operations Engineering Capt. Tarek Ellali
Capt. Shadli OCC Eng. Hosni Janzori
Busen Mr. Mustafa
Alshafe

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Intentionally Left Blank

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2. OPERATIONAL CONTROLS AND SUPERVISION..........................................3

2.1 SUPERVISION OF THE OPERATION BY THE OPERATOR..................3
2.1.1 License and qualification validity......................................................3
2.1.2 Competence of operations personnel...............................................3
2.1.3 Control, analysis and storage of records, flight documents, additional
information and data.............................................................................4
2.1.4 Document storage periods................................................................4
2.2 SYSTEM OF PROMULGATION OF ADDITIONAL OPERATIONAL
INSTRUCTIONS AND
INFORMATION.....................................................................................7
2.2.1 Aircraft manufacturer directives.........................................................7
2.2.2 Internal Libyan wings information......................................................7
2.3 ACCIDENT PREVENTION AND FLIGHT SAFETY PROGRAMME……..8
2.3.1 Programs to achieve and maintain risk-awareness..........................9
2.3.2 Evaluation of accidents and incidents and the promulgation of
information................................................................................................11
2.4 OPERATIONAL CONTROL AND IRREGULARITIES.............................14
2.4.1 Operational control..........................................................................14
[Link] General........................................................................................14
[Link] Authority and responsibilities, exchange of information...............14
[Link] Crew scheduling..........................................................................15
[Link] Airplane scheduling.....................................................................16
2.4.2. Operational Irregularities...............................................................17
[Link] General.......................................................................................17
[Link] Duties and responsibilities Operations control centre - OCC…..18
[Link] Dissemination.............................................................................18
[Link] Early departure of flight..............................................................19

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[Link] Delay of flight...............................................................................20

[Link].1 Authority....................................................................................20
[Link].2 Notification................................................................................21
[Link] Over flight of a scheduled stop....................................................21
[Link].1 Authority....................................................................................22
[Link].2 Procedure.................................................................................22
[Link] Rerouting of flight ........................................................................23
[Link] Procedure....................................................................................23
[Link] Diversion of flight en route...........................................................24
[Link] Procedure..................................................................................25
[Link] Cancelation of flight ..................................................................26
[Link].1 Procedure...............................................................................26
2.5 POWER OF AUTHORITY ......................................................................28
2.5.1 Operator Certification and Supervision...........................................29
[Link] Air Operator Certificate (AOC)– Contents and Conditions……….29
[Link] Issue, Variation and Continued Validity of an AOC .....................30
2.6 Flight Data Monitoring Program...............................................................31

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Monitored by:
- Flight inspections, simulator sessions and/or check flights (by Flight
Operations Manage , Crew Training Manager or their delegates), for the
crew;
- Appropriate checks, for ground personnel.

2.1.3 Control, analysis and storage of records, flight documents, additional

information and data

Supervision achieved by:

- Checking, analysing and storing flight and maintenance records, pilot’s and cabin
crew reports as well as passenger complaints for the statutory periods;
- Informing the Accident Prevention Advisor, and if necessary the appropriate
authority when analysis of flight records show deviations from the rules set in the
Operations Manual. Corrective actions, training program and information may be
initiated if deemed necessary.

2.1.4 Document storage periods

Table 2-1

Information used for the preparation and execution of the flight

Operational flight plan 3 months
36 months after the date of the
Aircraft technical log
last entry
Route specific NOTAM/AIS briefing
documentation if edited by the operator

Weight and balance documentation 3 months

Notification of special loads including
dangerous goods

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Table 2 - 2

Reports
Journey log

Flight report(s) for recording details of any occurrence

or any event which the commander deems necessary to
3 months
report/record
Reports on accidences of duty and/or reducing rest
periods

Table 2 - 3

Flight crew records

Flight, duty and rest time 15 months
As long as the flight
crewmember is exercising
Licences
the privileges of the license
for the operator
Conversion training and checking
Command course and checking
Recurrent training and checking 3 years

Training and checking to operate in either pilot’s

seat
Recent experience 15 months
Route and airport competence
Training and qualification for specific operations 3 years

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Table 2 - 4

Other records
Records on cosmic and solar radiation Until 12 months after the crew
dosage member has left the employment
Quality system records 5 years

Table 2 - 5

Flight, duty and rest time. 15 months.

As long as the cabin crew member is
Initial training, conversion, differences employed by the operator
training, recurrent training and
refresher (including
Recurrent training and refresher (in- Until 12 months after the
cluding checking) cabin crew member has
left the employ of the operator

Dangerous goods training as 3 years

appropriate

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2.2 SYSTEM OF PROMULGATION OF ADDITIONAL OPERATIONAL

INSTRUCTIONS AND INFORMATION

Promulgation of operational instructions and information that are, in fact,

supplementary to that in operations manual generally comes through two channels:

- From the aircraft manufacturer in the form of aircraft manufacturer directives;

- From LIBYAN WINGS AIRLINES in the form of internal LIBYAN WINGS AIRLINES
notices

2.2.1 Aircraft manufacturer directives

➢ All Operator Telex (AOT):

Issued any time eventful information or in-service findings which could have
airworthiness implication on the fleet need to be promulgated, and urgent action is to
be taken by the operator.

➢ Operations Engineering Bulletin (OEB):

Issued to advise operators of revised or new significant technical information,
flight crew procedures or limitations required to conduct safe flight operation.

➢ AFM revisions:
Issued when there has been a change of systems, their limitations or operating
procedures.

2.2.2 Internal LIBYAN WINGS AIRLINES information

➢ Technical notices

• G e n e r a l technical or engineering notices, such as information on the type

and qualities of the anti-icing and de-icing fluids being used;
• Specific technical notices, such as information on a modification being
progressively cattier out on an aircraft type etc.

➢ Operational notices

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• Information on the aircraft performance that will be available on a particular

runway which has temporary shortened declared distances because of a
maintenance work for example;
• Changes of airport approach procedures, minima, departure or missed
approach procedures etc.

➢ Administrative notices
• Telephone number change;
• Crew schedule etc.

➢ Flight Safety notices

To provide safety information based on airline experience or studies, or following
aircraft manufacturers or authorities advise. All information will be sent using
group / personal company e-mail and the holder must sign the

2.3 ACCIDENT PREVENTION AND FLIGHT SAFETY PROGRAMME

All flights under the jurisdiction of LibyanWings operations shall be conducted in

accordance with the Libyan Wings operating policy as follows:

1. Safety shall always have first priority;

2. 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 OM, e.g. fuel policy, planning and in-
flight re-planning policies, etc., reflect minimum requirements in the interests 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.

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All flight personnel serving with LIBYAN WINGS AIRLINES are subject to LIBYAN
WINGS AIRLINES orders and regulations and to disciplinary action in cases of
violations and irregularities.

2.3.1 Programmes to achieve and maintain risk-awareness

The main objective of the accident prevention and flight safety programme is to prevent
aviation accidents and incidents from occurring.
This programme is implemented and managed by the Accident Prevention Advisor,
who has the following specific roles:

- To develop a “safety culture” within LIBYAN WINGS AIRLINES which is

identifiable at ever level and in every department of the airline;
- To act as a management tool which will enable early identification of safety
weaknesses;
- To serve as a point of entry into the management system for all members of
the airline’s staff in order to identify safety hazards;
- To act as a focal point for safety awareness education within the airline;
- To develop an open penalty-free reporting culture within airlines to encourage
staff to communicate high quality safety information without the fear or
recrimination;
- To apply maximum effort to areas which pose the greatest threat to safety.

The accident prevention advisor reports directly to the accountable manager and is
represented at the boardroom by him. A by-product of this reporting line is therefore
that the accident prevention advisor has access to all the departments of the airline at
any level and is not seen solely as a function of the flight operations department.

The accident prevention advisor has no executive role but acts purely in an advisory
capacity. His experience and his background must permit him to be aware of the
hazards that the company’s aircraft and all those personnel who work either in them or
are in contact with them are exposed to.

The accident prevention and flight safety programme is necessary to prevent the
wastage of resources, these are both human and hardware.

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Accidents or incidents that result in injury or loss of life have not only a deleterious
effect on the balance sheet, but if the airline is not seen by its staff to have an
organization to prevent such events it can have a negative impact on moral, this in its
turn will undermine efforts to develop a corporate identity, a vital element in any
organization.

Not only does the prevention of accidents minimize waste, it is an objective which
personnel can read LWA associate with. Furthermore, because it has an essentially
personal nature, it is as LWA seen as in the best interests of every individual in the
airline.

An essential function of accident prevention and flight safety programme is the

gathering of safety data. However, this data is not required for the identification of
safety weaknesses alone, it should also be used as a yardstick for the measurement
of management effectiveness. The conscientious manager at any level should want to
be able to assess that the decisions that he has taken are not only correct but are also
effective.

An essential ingredient in any organization is the development of an efficient means of

internal communication. It is as not forgotten that communication is a two-way flow.

By acting as a single point of entry into the management system for safety related
matters, the accident prevention advisor can ensure that all proposals are treated on
their own merits for the greater good, this in turn allows all personnel to feel that they
have an effective means available for bringing about necessary changes to ensure the
maintenance of flight safety.

Once again this allows the individual to identify himself with the safety management of
the airline.

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2.3.2 Evaluation of accidents and incidents and the promulgation of information

The Accident Prevention Advisor (Flight safety manager) is responsible for advising
the accountable manager of the state of flight safety within the airline. The primary
source of this data should be provided to the accident prevention advisor by flight safety
reports from both flight crew and ground crew.

Enabling an effective and efficient investigation, follow-up and sharing of information is

best possible by utilizing a computer based reporting system. This will allow safety
professionals to eliminate the majority of paperwork and providing both a powerful
analysis tool and to answer and react straight forward to highly complex queries.(Refer
also to LWA Safety Manual).

With such a system, the flight safety manager’s task is simplified into overseeing that
the different departments are aware of incidents as they occur and respond within a
reasonable time to the need to supply the answers as to their cause and the
implementation of plans to prevent a recurrence. In addition, he is able to analyse this
data to identify safety weaknesses.

In a very real sense this latter task is of major financial importance to the airline as it is
very easy to overlook the continuous trend of minor incidents which individually cause
only small losses but collectively make a major impact on the balance sheet.

Communication within the airline can be ensured if the reporting system is networked,
simply by linking the desktop computer of safety professionals and others with the
database. Libyan Wings is in the process of creating links within the different
departments. Thus every safety manager will be able to access the records at any time
to find out what incidents have occurred and therefore what information his own
department needs to supply to ensure that the cause of incidents are thoroughly
researched and understood to prevent a recurrence.

The other task of the flight safety manager is to act as the father confessor of the flight
line and to ensure that the safety fears or experiences of the individuals working in that
environment are utilized to the best advantage whilst at the same time allowing the
same individuals the advantages of confidentiality.

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He is able to move freely about the airline observing the day to day operation and
recognizing areas of hazard before any harm is caused.

To be able to achieve this he must be familiar with all aspects of the airline’s operation
and must make the effort to become known at a personal level by as many of the
LIBYAN WINGS AIRLINES staff as possible.

Finally, the flight safety manager must be known as having the achievement of flight
safety as only objective. To this end he has to investigate and chair the company flight
safety investigations into serious incidents or accidents, ensuring that these are
conducted for the sole purpose of discovering the causes of these events for the
purpose of preventing a recurrence. The task of disciplining individuals involved in such
incidents must remain the province of their own managers and they are best assisted
in this by an unbiased investigation which does not presume to allocate blame.

The above is only possible with LIBYAN WINGS AIRLINES setting up a method or
reporting flight safety incidents. LIBYAN WINGS AIRLINES’s system is Mandatory
Incident Report-System (Refer to OM-A-11 “Handling of accidents and occurrences
the forms used for reporting”). Many countries and companies have a mandatory
reporting systems and these reports are designed to allow the transfer of data
concerning an incident or accident rapidly and accurately into the LIBYAN WINGS
AIRLINES database. In many cases this information has to be communicated to the
regulatory authority.

For a reporting system to work, the people using it have got to believe that the
information they report will be used for the purpose of flight safety and not as a method
of discipline. In addition, there is little to be gained from filing such reports if there is no
feedback to the reporter that his message has been heard and understood and will or
will not be acted upon for whatever reason. Flight safety as interactive process is incur
raged in LIBYAN WINGS AIRLINES.

On the basis of received reports, accident prevention advisor will issue a “Flight safety
letter” when he finds it necessary to do so. These letters are distributed through
personal mail boxes to the flight and cabin crews and through company mail for other
operating personnel.

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These letters are used for distributing safety matters requiring immediate personnel
attention.

Usually once a year, a meeting with flight crews (other personnel if deemed necessary)
is held, where a review of incidents and occurrences for the past year is done.

A flight Data Monitoring for those airplanes in excess of 27.000 kg. MCTOM. Flight
Data Monitoring (FDM) is the pro-active use of digital flight data from routine operations
to improve aviation safety. The flight data monitoring programme shall be non-punitive
and contain adequate safeguards to protect the source(s) of the data.

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2.4 OPERATIONAL CONTROL AND IRREGULARITIES

2.4.1 Operational control

[Link] General

Operational control is the conduct of operational planning, the exercise of authority

over initiation, continuation, diversion, termination or cancellation of a flight and the
exercise of authority to carry out the recovery from operational irregularities.
Operational control shall be exercised so as to ensure the safety, efficiency, regularity
and economy or all flight operations with prime consideration being given to the safety
above all other aspects.

All flights shall be subject to operational planning until they become subject to
operational control, which commences not later than 72 hours prior to departure of a
flight and ends upon its termination.

[Link] Authority and responsibilities, exchange of information

Operational control facilities and related services shall be organized and supervised by
the Flight operations Manager in accordance with the responsibilities outlined in
OM A-1.3.3

the authority over initiation, continuation, diversion, termination or cancellation of any

scheduled, non-scheduled, technical, ferry or training flight rests with the Operations
control centre.

All decisions shall be in the best interest of LIBYAN WINGS AIRLINES operation
worldwide with due consideration being given to regional and local interests
whenever possible. To ensure worldwide functioning, the Operations control centre
will coordinate all actions to be taken with the offices and departments concerned
before reaching a decision. The authority as to the operation and the safety of the
airplane and all persons on board during flight time rests with the Commander.

Dissemination of information to the LIBYAN WINGS AIRLINES General Management

as well as to all departments and offices concerned shall form part of operational
control.

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Thus, the Operations control centre (teletype address to be insert as soon as available,
for telephone numbers shall be furnished with information on operational irregularities
as well as on any developing or actual emergency situation involving a LIBYAN
WINGS AIRLINES flight according OM chapter 11 immediately when such
information becomes available to LIBYAN WINGS AIRLINES stations or other offices.
Decisions in operational control shall after the necessary coordination be disseminated
solely by the Operations control centre by means of flight disposition messages
containing all necessary information about flight movements, crew, passenger, fuel
monitoring message and/or load disposition.

[Link] Crew scheduling

The following policy and procedures shall apply to the scheduling of LIBYAN WINGS
AIRLINES flight crews for LIBYAN WINGS AIRLINES flights according to ( OM
chapter 7). Daily schedule For coordinating purposes a daily schedule for flight and
cabin crew shall be prepared by the Crew Scheduling Department containing the
following information:

• Operational flight schedule;

• Flight assignments;
• Reserve and standby assignments;
• Deadheading crews.

➢ Rest time at layover points:

Flight crew members shall receive at least the minimum rest time according to their
contract.
Every effort should be made to ensure that the rest time will not be interrupted with
messages or telephone calls from the company.
No assignment of flight crew members other than that which is in accordance with
established patterns shall be made by line stations without the approval of the Crew
Scheduling Department.

➢ Functions of Operations Control Centre

The Crew Scheduling Department shall have furnished the computer system by 2300
UTC at the latest with the crew schedule for the next 24 hours and shall keep the
operations control officer of duty currently informed of alterations in crew assignments.

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➢ Coordination with the Rostering Office

All crew requirements for the monthly schedule shall be submitted to the Rostering
Office by at least the 5th of each month.
All concerned shall maintain close liaison with the Rostering Office and shall keep that
office currently informed of any changes in personnel status or other factors affecting
the efficient scheduling and notification of flight personnel.

➢ Notification of irregularities
Whenever a flight crew member is absent without proper excuse from the duty for
which he is scheduled, or when irregularities affecting the efficient conduct of opera-
tions are caused by a flight crew member, the Crew Scheduling Department shall in-
form the appropriate flight crew department accordingly.

➢ Reservations for Deadheading Crew Members

Seats for deadheading crew members shall without exception be reserved by Ground
Operations Department or OCC. If the travel commences at a place other than base,
or if necessary due to special circumstances, the Ground Operations Department or
OCC will instruct the respective station accordingly. Seats booked and no longer
required shall be cancelled by the Ground Operations Department or OCC.
If the crew rotation plan, or an individual crew disposition issued by the Crew Schedul-
ing Department involve travel on the flight of another carrier, respective reservations
on that flight will be made by the Ground Operations Department or OCC. The respec-
tive LIBYAN WINGS AIRLINES station at which travel on such flight is to commence,
has to apply for and obtain from the other carrier a ticket with confirmed reservation.

[Link] Airplane scheduling

The responsibility to ensure the best utilization of each airplane from the technical point
of view and for the efficient scheduling of maintenance to be performed shall rest with
Flight Operational Control.

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Flight Operational Control shall serve as coordination office with the Maintenance
Division and shall be in contact on a 24 hours basis to inquire and obtain information
on the technical status of airplanes.

Flight Operational Control will have furnished the computer system by 2300 UTC at the
latest with airplane assignments for the next 24 hours. In case of operational
irregularities the operations control centre shall be responsible for alterations of
airplane assignments in coordination with Maintenance Division. Airplane changes will
be published by flight disposition messages.

For an individual flight, the operational control responsibility lies with the Dispatch
officer on duty. He is in charge of providing the flight crew with all data necessary to
safely perform the flight.

Once a Commander has commenced flight duty, the dispatch officer shall inform and
consult him about all matters dealing with his flight, his crew and his aircraft.
Once the flight has commenced, the authority to dispose of the aircraft rests with the
Commander. He must report to the Fleet Pilot and if necessary to the Accident
Prevention Advisor, any operational procedure deviation and any event providing
useful information for the enhancement of flight safety.

2.4.2. Operational Irregularities

[Link] General

Operational irregularities as referred to in the following instructions are all deviations

from the published schedule. These irregularities may be:

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- Early departure of flight.

- Delay of flight.
- Over flights of scheduled stops.
- Rerouting at flight.
- Diversion of flight en route.
- Cancellation of flight.

In case of operational irregularities, all action, either operational or precautionary shall

be taken by the operations control centre (teletype address will be insert as soon as
available) after effecting the necessary coordination with other departments and offices
concerned.
Instructions for deviation from the published schedule may by given by the Operation
control centre for special reasons. Decisions required in case of operational
irregularities shall be governed by the following principles:

- The safety of flight operations may under no circumstances be infringed;

- All passengers affected, cargo and mail shall reach final destination with mini-
mum possible delay;
- Loss of revenue and/or additional expenses shall be kept to a minimum.

[Link] Duties and responsibilities Operations control centre – OCC

All operational irregularities shall be handled solely by the operations control centre.
Decision made from a traffic point of view regarding flight operations shall be the
exclusive responsibility of the operations control officer on duty. Prior to taking action
involving non-scheduled overnight stays of airplanes and crews, Maintenance Division
and Crew Control shall be consulted. Appropriate company head offices and
departments shall be informed through flight disposition message on the action taken.

➢ Stations managers
Station managers shall take all necessary action locally. Dispositions regarding
revenue passengers, mail and cargo shall be made in accordance with regulations as
laid down in PHM and Cargo Manual. Notice shall be given to the operations control
centre in case of release of passengers.

[Link] Dissemination
The Operations control centre shall provide the departments concerned with immediate
information upon occurrence of an operational irregularity. After final coordination, the
Operations control officer on duty shall prepare a flight disposition message, containing
all necessary information and data about flight movements, crew passenger and/or
load disposition.

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[Link] Early departure of flight

An early departure of a flight is defined as a flight departing ahead of the published
scheduled departure time. All scheduled line flights shall be operated in accordance
with the published schedule.

Due to the following reasons such flights may, however, depart up to as specified time
ahead of the Scheduled departure, up to 15 minutes:

- If no passengers and no cargo/mail are to be expected any more;

- In order to extend the transit time at next station in case of critical load or insuf-
ficient ground equipment, provided that no revenue load will be left behind;
- When the scheduled time of arrival at next station is expected to be exceeded,
provided that no revenue load will be left behind.
More than 15 minutes:
- In order to avoid certain meteorological or other conditions which might ad-
adversely affect the further operation of the flight. Cue consideration,
however, shall be given to commercial aspects, i.e. loss of revenue shall be
kept to a minimum

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Non-scheduled flights (charter flights, additional flights, ferry flights, etc.) are permitted
to depart up to 30 minutes ahead of the scheduled departure time as published in the
Ad-hoc Schedule Message (ASM)/Flight Disposition Message (FD).
Departures ahead of scheduled exceeding 15 minutes are permitted after coordination
with Operations control centre. Night flying restrictions, runway closures and other
relevant limitations shall duly be taken into account when considering an early
departure.

The reason for an early departure in excess of 5 minutes prior to schedule shall be
stated in the departure message under Significant Information (SI).

[Link] Delay of flight

A delay occurs when the scheduled departure time is exceeded.

All flights shall be operated in accordance with the published schedule (or with flight
disposition massages or operation circulars respectively).
In case of unforeseen delays it is the responsibility of departments, stations and/or
flight crew concerned to reduce delays as much as possible. Flights may, however, be
delayed by disposition for the following reasons:

- To avoid adverse meteorological conditions at the departure airport, en route or

at the airport of destination
- To ensure connection for passengers load from other flights operating behind
schedule
- To take “AOG” (Aircraft On Ground) spare parts on board for an airplane
grounded en route due to technical reasons.

[Link].1 Authority

- The Operations control centre shall have the authority to delay a flight.
- In case of adverse meteorological conditions the Commander decides about a
delayed departure. Should the expected delay exceed 10 minutes, the Opera-
tion control centre shall be notified immediately.
- In other cases the station manager is authorized to delay all flights up to 10
minutes. Authority for delay in excess of 10 minutes shall be obtained form the
Operation control centre.

The Commander shall immediately be informed as soon as a delay is expected to

occur. In case of late arrival or late positioning of an airplane all efforts shall be taken to
reduce the ground time to an absolute minimum.

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[Link].2 Notification

A delay shall be reported in the delay message and/or in the departure message.
The reason for the delay will be determined by the station (delay codes in Journey Log
book). In the case of crew delays, the Commander shall be informed accordingly prior
to departure. If a crew delay is recognized by the station concerned only after
departure, the Commander of such flight shall be informed by means of a teletype
message being transmitted to the next station door delivery to the Commander upon
arrival of the flight.

[Link] Over flight of a scheduled stop

An over flight of a scheduled stop is defined as the omission of a scheduled

intermediate stop on a multi-sector flight. All flights shall be operated in accordance
with the published schedule. Over flights of scheduled stops may, however, become
incessant for operational and/or commercial reasons either prior to departure or
during flight as outlined below:

Prior to departure if:

- Operational and or other conditions at next station are prohibitive or render a

landing highly improbable (i.e. meteorological conditions, runway closure, dis-
aster, strike, etc.);
- No revenue load to or from next station is expected;
- Existing delays have to be reduced.

During flight if:

- Operational and/or other conditions at next station are prohibitive

- Technical defects are detected in flight which cannot be repaired at next sched-
uled stop without excessive delay and which make it desirable to proceed to a
station with better maintenance facilities.

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[Link].1 Authority

Generally, the authority to arrange an over flight according to the above and in close
coordination with the Commander and with the station manager concerned, rests with
the Operations Control Centre, whilst in flight it rests with the Commander who shall
act, whenever possible, according to recommendations forwarded to him by the
Operations Control Centre.

[Link].2 Procedure

Recommendations for over flight of a scheduled stop shall be made in form of a

teletype message containing relevant information about reason and load protection
and shall be addressed to the:

- Operations control centre and the regional management concerned.

- Station of last scheduled stop, station to be overflow and subsequent line
stations.

Stations shall immediately, upon receipt of such message, forward any objections they
might have to the Operations control centre and to the responsible regional
management. When an over flight is to be arranged prior to departure, the Operations
control centre shall, upon receipt of a recommendation, review the traffic and
operational situation and forward the final decision as soon as possible by means of a
flight disposition message to all stations and departments concerned. When an over
flight is to be arranged during flight, , the Operation control centre (or the responsible
regional management) shall determine whether the recommendation is feasible from
the operational and traffic point of view and forward the reply to the Commander and
the line station(s) concerned.

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When detailed information is received from an airplane in flight that technical defects
have been detected the Operation control centre shall immediately contact the
maintenance department concerned, pass all details received, and obtain instructions
to be passed to the flight crew, if required, and instructions which station would best fit
the technical requirements for the flight concerned. In such a situation, after
considering all relevant factors from a traffic point of view and after coordination with
stations concerned, recommendations to proceed to an airport other than that of next
intended landing could be forwarded by the Operation control centre to the
Commander (except in case of an engine failure). Notice shall be given to stations and
other offices concerned.

After the decision of the Commander is received, the Operation control centre shall
inform all stations and offices concerned.
If a scheduled stop is overflown the letter “D” shall be added to the Flight number and
be used in all Company messages, but not in ATC communications.

[Link] Rerouting of flight

Meaning of the term is: a published scheduled or non-scheduled flight, planned to

another than scheduled destination prior to departure.
Flights may be rerouted for commercial and/or operational reasons, e.g. in order to
accommodate additional revenue load.
The authority for rerouting of flights rests with the Operations control centre.

[Link] Procedure

Requests for rerouting of flights for commercial reasons shall be forwarded to the Flight
Operation Control Centre. Dissemination of a rerouting of flight shall be made in the
form of an Ad-hoc Schedule Message (ASM) or a flight disposition message.
Requests for rerouting of flights for operational reasons shall be forwarded to the Flight
Operation Control Centre. Dissemination of rerouting of flights shall be made by means
of a flight disposition message or an operational circular as appropriate.

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In case of a flight operating behind schedule the Operations control centre shall review
the traffic and operational situation for the possibility of omitting one or more
intermediate scheduled stops in order to advance the flight towards its ultimate
destination and, where appropriate, to enable a return flight to depart on time.
Considerations shall be given to providing best service to revenue load on board of the
flight concerned and to meet crew time limitations and maintenance requirements.
Dissemination of a rerouting of flight shall be made in the form of a flight disposition
message.

[Link] Diversion of flight en route

Meaning of the term: a published scheduled or non-scheduled flight proceeding to

another airport than its next planned destination.
All flights shall be operated in accordance with the published schedule. However,
flights may divert en route for the following reasons:

- Operational conditions at planned destination being prohibitive or rendering a

landing improbable to a high degree;
- Technical defects detected in flight requiring immediate landing at next suitable
airport;
- Passenger on board of flight requiring immediate medical assistance;
- Meteorological conditions encountered or reported en route requiring alteration
of intended routing.

Responsibility to divert while en route rests entirely with the Commander. However,
offices performing in-flight assistance shall forward recommendations for alteration of
route and/or destination or alternate to the Commander of the flight concerned.

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[Link] Procedure

In case of a flight diverting while en route notification shall be passed to the Operations
control centre and to the office performing in-flight assistance copying station of
originally planned destination and point of departure. Notification shall contain data
about reason for diversion of flight, new planned destination and/or alternate and
estimated time of arrival of the flight.

Offices receiving any such massage shall immediately inform the Operations control
canter. In case information is received by the Operations control centre or offices
performing in-flight assistance, that operational conditions have changed to a degree
necessitating alteration of planned routing and/or destination, recommendations for
alternative plans shall be forwarded to the Commander.
The alternate airport(s) to be selected for a diversion shall be coordinated as far as
possible between offices concerned, taking into consideration operational and
commercial aspects.
The letter “D” shall be added to the flight number and be used in all Company
messages, but not in ATC communications.

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[Link] Cancellation of flight

Cancellation of a flight is the annulations of a previously published scheduled on non-

scheduled flight or segment thereof before departure (i.e. due to lack of equipment,
extended delay, meteorological conditions, crew shortage, commercial reasons etc.).

Although it is the policy to Endeavour operation in accordance with the published

schedule, certain circumstances may require the cancellation of a flight or segment
thereof such as:
- If by operating a flight with considerable delay, serious difficulties in performing
subsequent operations would be created;
- If weather conditions at airport of departure and/or destination would cause
serious delay on both present and/or subsequent flights;
- Lack of airplane.
[Link].1 Procedure
Cancellation of flights originating at the home base:
Before cancelling a flight due to technical defects, the Operations control centre shall
review all possibilities or an alternative solution in close cooperation with Maintenance
Division. The line stations of the respective flight shall, whenever practicable, be
informed in advance of the possibility of a cancellation and be consulted about chances
of alternative load protection.

Cancellation of flights originating at field station:

When the cancellation of a flight becomes advisable form the local point of view, the
flight operations officer, station manager and/or the Commander shall communicate
their recommendations together with suggestions concerning load protection to the
Operations control centre. The Operations control centre shall, after coordination with
the appropriate offices, issue the final decision.

When the cancellation of a flight or segment thereof becomes advisable from the
operational point of view (extended delay etc.) the Operations control centre generally
shall communicate such intention to the regional management(s) and station(s)
concerned. In such case information is generally required as to number of passengers
and dead load affected, alternative possibilities of transportation of load and other
relevant factors.

Offices and station(s) concerned shall forward respective information to the Operations
control centre. Information of a cancellation of flight or segment thereof shall be issued
in the form of a flight disposition message containing relevant information on the
cancellation and other data in connection therewith (routings, delay, etc.).

Upon receipt of a flight disposition message, station managers concerned shall take the
necessary action with respect to load protection in accordance with Ground Operations
Manual

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2.5 POWER OF AUTHORITY

The Authority (LYCAA Civil aviation Authorities of Libya) has the power to deliver the
right to operate by means of an Air Operator Certificate (AOC).
An AOC may be varied, suspended or revoked if the Authority is no longer satisfied
that the operation is safe.
The Authority has the privilege to grant an exemption from any requirement prescribed
in OPS. In such a case, the Authority is responsible for ensuring that an acceptable
level of safety can be maintained.

The Accountable Manager, the Maintenance Manager, the Flight Operations

Manager, the Ground Operations Manager and the Crew Training Manager must be
acceptable to the Authority. The Authority has the right to interview any nominee or
call for additional evidence of his suitability before deciding upon his acceptability.
The Authority has the power to:

- Determine the adequacy, relevance and consistency of the LIBYAN WINGS

AIRLINES’s compliance with the requirements;
- Assess the efficiency of the LIBYAN WINGS AIRLINES internal monitoring
procedures and confirm the availability of sufficient resources and proper
processes, as documented by the LIBYAN WINGS AIRLINES Compliance and
Monitoring System;
- Verity by means of inspections, compliance with the requirements and the
effectiveness of the LIBYAN WINGS AIRLINES Quality System.

The Authority has the power to assess the continued competence of LIBYAN WINGS
AIRLINES by inspection and monitoring of:
- Infrastructure;
- Manuals.
- Training.
- Crew records.
- Maintenance.
- Ramp.
- Equipment.
- Pre-flight preparation.
- Release of flight from dispatch standpoint.

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- Flight.
- Ground.
- Dangerous goods.
- Quality System and results of LIBYAN WINGS AIRLINES’s Quality Audits.

The LIBYAN WINGS AIRLINES shall ensure that any person authorized by the
Authority is permitted at any time to board and fly in any aircraft operated in
accordance with Libyan Wings Airlines AOC issued by that Authority 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 aircraft would thereby be
endangered.

The Authority has the power to issue Operational Directives (OD) when it has the
perception or risk of danger.

1. The reason for issue;

2. Applicability and duration;
3. Action required by operator.

2.5.1 Operator Certification and Supervision

[Link] Air Operator Certificate (AOC) – Contents and Conditions

A. Name and location (main place of business) of the operator.

B. Date of issue and period of validity.
C. Description of the type of operations authorized.
D. Type(s) of aero plane(s) authorized for use.
E. Registration markings of the authorized aero plane(s) except that operators
may obtain approval for a system to inform the Authority about the
registration markings for aero planes operated under its AOC.
F. Authorized areas of operation;
G. Special limitations; and
H. Special authorizations approvals i.e.: CAT II / CAT III (including approved
minima), MNPS, ETOPS, RNAV, RVSM, Transportation DG.

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[Link] Issue, Variation and Continued Validity of an AOC

A. An operator will not be granted an AOC, or a variation to an AOC, and that AOC will
not remain valid unless:

1) Aero planes operated have a standard Certificate of Airworthiness issued in

accordance with ICAO Annex 8 by Libyan Civil Aviation Authority. Standard
Certificates of Airworthiness issued by Libyan Civil Aviation Authority other than
the State responsible for issuing the AOC.
2) The maintenance system has been approved by the Authority LYCAA
Subpart M; and
3) He has satisfied the Authority that he has the ability to:

➢ Establish and maintain an adequate organization;

➢ Establish and maintain a Compliances an Monitoring system
➢ Comply with required training programs.
➢ Comply with maintenance requirements, consistent with the nature and extent of
the operations specified, including the relevant items prescribed in LYCAA
regulations. And
➢ Comply with (General rules for Air operator Certification).

B. The operator must notify the Authority as soon as practicable of any changes to the
information regarding:

➢ Name and location (main place of business) of the operator;

➢ Type of operations;
➢ Management organization;
➢ The name of the accountable manager;
➢ The names of major post holders;
➢ The Operations Manual.

C. If the Authority is not satisfied that the requirements of subparagraph A above have
been met, the Authority may require the conduct of one or more demonstration
flights, operated as if they were commercial air transport flights.

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D. The application for an initial issue of an AOC will be submitted at least 90 days
before the date of intended operation except that the Operations Manual may be
submitted later but not less than 60 days before the date of intended operation.

E. The application for the variation of an AOC must be submitted at least 30 days, or
as otherwise agreed, before the date of intended operation.

F. The application for the renewal of an AOC must be submitted at least 30 days, or
as otherwise agreed, before the end of the existing period of validity.

G. Other than in exceptional circumstances, the Authority must be given at least 10

days prior notice of a proposed change of a nominated Post Holder.

2.6 Flight Data Monitoring Program

Flight Data Monitoring (FDM) is the pro-active and non-punitive use of digital flight data
from routine operations to improve aviation safety.
The Flight Safety Officer is accountable for the issue and transmission of these data to
the relevant manager(s) responsible for the process(es) concerned.
The Compliance Monitoring Manager is responsible for taking appropriate and
practicable actions, within a reasonable period of time, that reflects the severity of the
issue and according to Compliance and Motorizing Procedures ( OM-A Ch 03 ).

FDM program will allow the Company to:

• Identify areas of operational risk and quantify current safety margins.

• Identify and quantify operational risks by highlighting when non-standard.
unusual or unsafe circumstances occur.
• Use the FDM information on the frequency of occurrences, combined with an
estimation of the level of severity, to assess the safety risks and to determine
which may become unacceptable if the discovered trend continues.
• Put in place appropriate procedures for remedial action once an unacceptable
risk, either actually present or predicted by trending, has been identified.
• Confirm the effectiveness of any remedial action by continued monitoring.

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Flight Data Monitoring Analysis

• Accidences detection: this looks for deviations from flight manual limits, and
standard operating procedures. A set of core events should be selected to cover
the main Company areas of interest. The event detection limits are continuously
reviewed to reflect the Company’s current operating procedures;
• Flights measurement: a system that defines what is normal practice. This may
be accomplished by retaining various snapshots of information from each flight;
• Statistics: a series of measures collected to support the analysis process. These
would be expected to include the numbers of flights flown and analyzed and the
aircraft and sectors details sufficient to generate rate and trend information.

Flight Data Monitoring Assessment

The effective assessment of information obtained from digital flight data is the result of
decoding and analyzing provided by contracted provider, dependant on the provision
of appropriate information technology tools used.

Education and Publication

Sharing safety information is a fundamental principle of aviation safety in helping to
reduce accident rates. The Company shall pass on the lessons learnt to all relevant
personnel and, where appropriate, industry.

Distribution of the information will go through Company Safety Bulletins, highlighting

examples in training and simulator exercises, periodic reports of industry and
regulatory authorities.

Accident and incident data requirements take precedence over the requirements of an
FDM program: in these cases the FDR data should be retained as part of the
investigation data and may fall outside the de-identification agreements.

Every crew member has a responsibility to report events described in OM-A-11 using
the company occurrence reporting scheme detailed in OM-A-11.
Significant risk-bearing incidents detected by FDM are therefore usually the subject of
mandatory occurrence reporting by the crew: if this is not the case, then they should
submit a retrospective report that will be included under the normal accident prevention
and flight safety process without prejudice.

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The data recovery strategy should ensure a sufficiently representative capture of flight
information to maintain an overview of operations. Data analysis shall be performed
once a month per each aircraft flying more than 30 hours/month, to enable actions to
be taken on significant safety issues. Minimum data analysis shall be performed once
in 3 months no matter of flying hours.

The data retention strategy shall provide the greatest safety benefits practicable from
the available data. A full data set should be retained until the action and review
processes are complete; thereafter a reduced data set relating to closed issues shall
be maintained for longer term trend analysis (minimum 5 years).

The Flight Safety Officer and Compliance Monitoring Manager may need to retain
samples of de- identified flight data for various safety purposes (detailed analysis,
training, benchmarking etc.): they are responsible to maintain high confidentiality and
security level of retaining and using of all gathered data.
The confidentiality may be withdrawn for reasons of gross negligence or significant
continuing safety concern.

The participation of flight crew member representative in the assessment of the data,
the action and review process and the consideration of recommendations is provided
through scheduled meetings of the Safety Board.

Security policy
Access to information is restricted to specifically authorized persons identified by their
position, they are:

• Compliance Monitoring Manager

• Flight Safety Officer

The authorized persons are responsible for distribution of information. Each employee
who comes into possession of any flight safety related information is obligated to keep
an high level of confidentiality and do not distribute information without approval from
Flight Safety Officer.

Data access for airworthiness and maintenance purposes is object of engineering

safety procedure to prevent disclosure of crew identity: these data will be given by
Flight Safety Officer upon request of engineering department.

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3 COMPLIANCE MONITORING SYSTEM............................................................3

3.1 Compliance Monitoring Policy......................................................................3
3.1.1 Purpose of the Compliance Monitoring System..................................3
3.1.2 Compliance Monitoring Manual...........................................................3
3.1.3 Terminology ........................................................................................3
3.1.4 Compliance Monitoring Policy Commitment........................................4
3.2 Organization of Quality System....................................................................5
3.2.1 Introduction..........................................................................................5
3.2.2 Quality Assurance................................................................................6
3.2.3 Compliance Monitoring Manual...........................................................6
3.2.4 Quality Organization Scheme..............................................................7
3.3 Allocation of Duties and Responsibilities......................................................8
3.3.1 Accountable Manager...........................................................................8
3.3.2 Compliance Monitoring Manager...............................................................8
3.3.3 Quality Assurance Managers (QAM) Operations & Maintenance….....9
3.3.4 Auditors ..............................................................................................11
3.4 Quality Assurance Program.........................................................................11
3.4.1 Introduction..........................................................................................11
3.4.2 Quality Inspection................................................................................12
[Link] Purpose ...........................................................................................12
[Link] Subjects............................................................................................12
[Link] Inspectors.........................................................................................12

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[Link] Procedures......................................................................................12
[Link] Reporting.........................................................................................12
3.4.3 Audits..................................................................................................13
[Link] Terminology.....................................................................................13
[Link] Audit Documents.............................................................................14
[Link] Conformity Levels............................................................................15
[Link] Auditors............................................................................................17
[Link].1 Auditors Independence.................................................................18
[Link] Audit Scope......................................................................................19
[Link] Audit scheduling...............................................................................20
3.4.4 Monitoring and Corrective Actions.......................................................20
3.4.5 Management Evaluation......................................................................24
3.4.6 Recording ...........................................................................................24
3.5 Quality Assurance Responsibility for Sub-Contractors................................26
3.6. Compliance Monitoring System Training.....................................................27
3.7 Accident Prevention and Flight Safety Program...........................................27
3.7.1 Non-Punitive Policy..............................................................................28
3.7.2 Confidential Report...............................................................................28

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3. COMPLIANCE MONITORING SYSTEM

3.1 Compliance Monitoring Policy

3.1.1 Purpose of the Compliance Monitoring System

The LIBYAN WINGS AIRLINES has established a CM System based on LYCAA

Regulations and tailored to specific needs and capabilities of the Company.

Purpose of the CM System is to enable the Libyan Wings Company to monitor

compliance with National Law and LYCAA Regulations, AMC3 [Link].100,
Continuing airworthiness Management Exposition “ CAME “. Operations Manual
and any other standards required by the Authority or the Company, to ensure safe
operations.
The Accountable Manager has the overall responsibility for CM System including the
frequency, format and structure of the internal management evaluation activities.

3.1.2 Compliance Monitoring Manual

Compliance monitoring Policy Manager is responsible for the issuance and revisions
of the Compliance monitoring Policy Manual which is published as part of the
Operations Manual.

A formal written CM Policy Statement is established and incorporated in the Manual.

3.1.3 Terminology

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 to any additional requirements defined by the
Libyan Wings.
Quality Assurance

All those planned and systematic actions necessary to provide that adequate
operational and maintenance practices satisfy the given requirements.

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Quality Audits
A systematic and independent comparison to determine whether Company activities
and related results comply with planned arrangements and whether these
arrangements are implemented and suitable to achieve the objectives.

Quality Inspection
An inspection is the act of observing a particular event or action, to ensure that correct
procedures and requirements are followed during the accomplishment of that event.

Compliance Monitoring Manager

The manager, acceptable to the Authority, responsible for the management of the en-
tire Company Quality System, monitoring function and remedial actions.

Compliance Monitoring Manual

The document containing the relevant information pertaining to the Company Quality
System and Quality Assurance Program.

Compliance monitoring Policy

The overall intentions and directions of the Company, concerning quality, as formally
stated by the Accountable Manager.

Compliance monitoring System

The organizational structure, responsibilities, procedures and resources for
implementing quality management

3.1.4 Compliance monitoring Policy Commitment

LIBYAN WINGS AIRLINES commits itself to continuously conduct its Operations,

training and maintenance matters, in compliance with official legal regulations,
requirements and safety standard required by:

▪ LYCAA
▪ Air Operations Regulations
▪ L Y C A R , PART–145
▪ L Y C A R , P a r t M , CAMO
▪ Operations Manual (OM)

LIBYAN WINGS further commits itself to continuously monitor its safety performance
and make appropriate improvements in areas where undesirable trends develop, to
continuously monitor and support developments that improve safety in the air and on
the ground and where appropriate, implement those into its operations, maintenance
and training.

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LIBYAN WINGS is not allowed to make compromises when safety of flight is

involved.

3.2 Organization of CM System

3.2.1 Introduction

Compliance monitoring System should enable Libyan Wings to monitor compliance

with LYCAA regulations, and Operations Manual, the Continuing Airworthiness
Management Exposition and other LYCAA or company standards, to ensure safe
operations and airworthy aircraft.

Compliance monitoring includes a feedback system to the Accountable Manager to

ensure that corrective actions are identified and promptly addressed to the responsible
Managers for rectifying discrepancies and non-compliance in every particular case, as
well as procedures to be followed if corrective actions are not completed within an
appropriate timescale.

As a minimum, the CM System should address the following:

a) Regulations (LYCAR Air Operations, Part M)

b) Additional standards and operating procedures
c) Compliance monitoring policy
d) Organizational structure
e) Development, establishment and management of the CM System
f) Documentation, including manuals, reports and records
g) Quality procedures
h) Quality Assurance Program
i) Required financial, material and human resources
j) training requirements

The responsibility for development, management and maintenance of CM System is

discharged through the Compliance Monitoring Manager.

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The Compliance Monitoring System is described through Company manuals and

documents headed by Compliance Monitoring Manual.

3.2.2 Quality Assurance

The CM organization is implemented by a Compliance Monitoring Department which is a

specialized and independent department connected to the management.
The Compliance Monitoring Department is organized in two segments: operations &
maintenance.

3.2.3 Compliance Monitoring Manual

The Manual includes a description of the following:

• CM Policy
• Terminology
• Specified operational standards
• A description of the organization
• Allocation of duties and responsibility
• Operational procedures for regulatory compliance
• Accident prevention and flight safety program
• Quality assurance program
• Training syllabus
• Documents control

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3.2.4 Compliance Monitoring Organization Scheme

Accountable Manager
CEO

Compliance Monitoring
Manager

Maintenance Quality Flight Operations

Assurance Quality Assurance

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3.3 Allocation of Duties and Responsibilities

3.3.1 Accountable Manager

Accountable Manager has overall responsibility for the entire CM System. The Accountable
Manager shall:

• establish CM Policy (operations and maintenance)

• ensure, through Compliance Monitoring Manager and Quality Assurance Managers,
that the corrective action has re-established compliance with standard
• be ultimately responsible for resources for corrective and preventive actions as
identified during the conduct of the Quality Assurance Program

3.3.2 Compliance Monitoring Manager

The Compliance Monitoring system and the Compliance Monitoring Manager must be
acceptable to the Authority. Compliance Monitoring Manager duty is to monitor compliance
with, and the adequacy of, procedures required to ensure safe operational practices and
airworthy aircrafts.
He is directly responsible to the Accountable Manager and have access to all parts of the
Libyan Wings as well as to subcontracted services. He i s responsible for establishment,
implementation and evaluation of the Quality Program. The Manager is independent of all
subordination, unless of the Accountable Manager. Compliance Monitoring Manager has a
privilege to assign complete tasks, or part of them, to OPS Quality Assurance Manager. the
Manager must have managerial competency and appropriate technical and
operational qualifications in aviation. Compliance Monitoring Manager tasks are regulated by
the Manual, OPS Subpart B, Operations

Manual Part A Section 3.0- CM System and Company Organization Manual.

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Compliance Monitoring Manager tasks are to:

• Establish and implement the CM System and Compliance Monitoring manual

• Monitor compliance with, and the adequacy of, procedures required to ensure safe
operational practices and airworthy aircrafts
• Monitor that the activities in the fields of flight operations, maintenance, ground
operations and crew training are in compliance with the standard required by LYCAA and
with any additional requirements defined by the Company

Is responsible of:
• the “Monitoring and Corrective Action Program”
• monitoring implementations and completion of corrective actions
• evaluating the effectiveness of corrective action through the follow-up process
• informing Accountable Manager about Quality Assurance status in form of report on
monthly bases.

Compliance Monitoring Manager has privileges of direct access to the Accountable Manager
, all parts of the operator and any subcontractors organization.

The qualifications required to the Compliance Monitoring Manager are the followings:
• Course for Quality
• Course for Auditor
• Extensive knowledge of the Company organizational structure
• Extensive knowledge of the regulatory system

In LIBYAN WINGS AIRLINES Compliance Monitoring Manager is Mr. Omran Jered

3.3.3 Quality Assurance Managers (QAM) - Operations & Maintenance

The function of the Quality Assurance Managers is to monitor compliance with, and adequacy
of, procedures required to ensure safe operational practice.

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The Quality Assurance Managers:

• have access to the Accountable Manager via Compliance Monitoring Manager

independently of normal line of hierarchy
• are responsible to the Compliance Monitoring Manager and in prescribed (special) cases
directly to the Accountable manager.
• shall not be a nominated post holders
• have access to all parts of the Company or any subcontractor organization
• have the authority to conduct an audit or inspection any time that he considers
necessary (in coordination with Compliance Monitoring Manager)
• verify that corrective actions are taken by the responsible managers in response to any
finding of non-conformity
• monitor the implementation and completion of correction and corrective actions
• evaluate the effectiveness of corrective actions through follow-up procedures.
• The qualifications required to the Quality Assurance Managers are the followings:
• the requirements for auditors
• extensive knowledge of the Company organizational structure
• extensive knowledge of the regulatory system
• appropriate technical and operational qualifications in aviation.

The Operations QAM is responsible for Quality Assurance in flight operations, flight and cabin
crew training, in-flight services, ground operations and subcontractors related to these
departments.

The Operations Quality Assurance Officer will be define later and the Compliance Monitoring
Manager is Mr. Omran Jered
The Maintenance QAM is responsible for Quality Assurance in maintenance and related sub-
contractors.

The Maintenance Quality Assurance Officer is Mr. Fathi Haddad

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3.3.4 Auditors

Described in point [Link] of this manual

3.4 Quality Assurance Program

3.4.1 Introduction

The Quality Assurance Program includes all planned and systematic actions necessary to
provide confidence that all operations and maintenance are conducted in accordance with all
applicable requirements, standards and operational procedures.

The quality assurance system is described through a hierarchy of documents that are headed
by the Compliance Monitoring Manual.
These documents have several functions:

a) Guarantees in front of third parties the quality of the Company products and services
b) is a reference for all Company’s personnel to accomplish their tasks
c) is a reference for process improvement studies through the updating of the documents
d) is a help for process implementation and follow-up actions.

The Quality Assurance Program specifies the following items:

• Auditors
• Quality Audits and Inspections
• Audit Scope and Scheduling
• Monitoring and Corrective Actions
• Management Evaluation
• Recording

Quality Audits and Inspections are carried out periodically, at least every 12 months, to
determine whether quality activities and related results comply with planned arrangements
and whether these arrangements are suitable to achieve the objectives in respect of quality.

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3.4.2 Quality Inspection

[Link] Purpose
The primary purpose of an inspection is to observe a particular event/action/document, etc.,
in order to verify whether established operational instructions and procedures are followed
during the accomplishment of the event and whether the required standard is achieved.

[Link] Subjects

Operational inspections include Flight and Cabin crews flight operations, Ground De/Anti-icing
procedures, Flight Support Services, Load Control, Maintenance, Technical and Training
standards, Fuelling and Aircrafts equipment.

[Link] Inspectors

The person carrying out the inspection may be the Compliance Monitoring Manager, the
Flight Safety Officer, the Quality Assurance Managers and the Auditors.

[Link] Procedures

Inspections are made at intervals appropriate to the subject of the inspection and are
announced to the responsible manager before its accomplishment.
The main objective of an inspection is the witness of the related activity and the comparison
of the observations with the established procedures and requirements. Where appropriate,
documents, records and forms may be inspected and copied by the inspector.

Where non-conformity is found or suspected, an interview with the employee who carried out
the activities under observation, and/or his manager, should be held at the earliest
opportunity. Such an interview should identify whether non-conformity indeed exists and, if
so, to determine the cause of it.
Authority and responsibility for inspection is the same as for audit and follow-up procedure
and is described in section 3.4.3. of this manual.

[Link] Reporting

Each inspection must be documented, verified by inspector and reported to Compliance

Monitoring Manager.

All documents and forms of the inspection are recorded according to section 3.4.5. of this
manual.

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3.4.3 Audits

An Audit is a systematic, independent, and documented process for obtaining audit evidence
and evaluation to determine whether audit criteria are fulfilled.
Quality audit is used to confirm that policies, structure, facilities, resources and procedures
remain relevant to the company's operation and effective in maintaining standards. The
primary purpose of Quality Audits is to identify potentially unsatisfactory practices or
procedures before they cause an accident or an incident.

An audit is a comparison of the way in which an operation is being conducted against the way
in which the published procedures say it should have been conducted.

The various techniques that make up an effective audit are:

a. interviews or discussions with personnel
b. a review of published documents;
c. the examination of an adequate sample of records
d. the witness of the activities which make up the operation
e. the preservation of documents and recording of observation.

Evidence gathered during the audit should be documented and preliminary results be shared
with the audited, to assure full understanding of the findings/observations before a written
report is prepared.
Upon completion of an audit, results are presented to Compliance Monitoring Manager.

[Link] Terminology

• Non-conformity is any deviation from published requirements (not-fulfillment).

• Irregularity is any appearance or event which require Corrective Actions
• Correction is action to eliminate a detected non-conformity and/or irregularity.
• Corrective Actions are procedures and activities which have to be performed to prevent
recurrence of observed irregularity and/or non-conformity and their causes or at least
to minimize possibility of theirs repeating.
• Follow up procedure is one or more activities which have to verify success of Corrective
Actions.

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[Link] Audit Documents

Documents of quality audit are:

a) Audit Order
b) Audit Check List
c) Audit Report
d) Irregularity Report (if applicable)

a) Audit Order
Compliance Monitoring Manager issues Audit Order and distributes it to all persons
involved in the audit, including the Quality Assurance Manager of appropriate department.
An Audit Order must contain the following information:

1. Number and date of order

2. Audit Type (scheduled or non-scheduled)
3. Persons to be audited
4. Name(s) of Auditor(s)
5. Aim of audit
6. Signature of Quality Manager

It is a standard practice that specified auditor(s) in Audit Order will have 10 days time from the
moment of acceptance of Audit Order to the audit scheduled date for to organize and prepare
all necessary documentation.

b) Audit Check List

Audits Check Lists and Audits Reports is prepared by the auditor(s) are basely the same form.
Compliance Monitoring Department has established a “Check List Questions” data base for all
auditing areas

Compliance Monitoring Manager is responsible for updating and distributing it to auditors.

c) Audit Report
Audit Report must contain following information:
1. Content of audit (items and description)
2. Name and signature(s) of audited person(s) and department, date of audit
3. Name and signature(s) of the auditor(s)
4. Referenced documents or procedures on which audit has been performed
5. Level of conformity for each audited area, procedure or product
6. Irregularity report list connected to this audit report.

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d) Irregularity Report

Irregularity report must contain the list of non conformities and the corrective actions required

[Link] Conformity Levels

Compliance Monitoring System defines 4 levels of conformity (non-conformity) with published

requirements and other standards accepted by the Company:

0→there are no deviations from standards and requirements

1→minor deviations (procedures are written, implementation is in progress)
2→non-conformity or irregularity (procedures in progress of writing, no implementation
of standards or requirements)
3→major non-conformity or irregularity (no written procedures, no implementation)
If audit reveal any non-conformity or irregularity of levels 2 & 3, auditor(s) must open an
“Irregularity Report” and describe nature of irregularity or non-conformity and make
recommendation for “Corrective Actions”.
It is not necessary to open irregularity report for level 1 because minor deviations should be
corrected at Responsible Manager discretion at least until next audit.
After completing the Audit, the Auditor(s) shall write out an Audit report (Irregularity Report
if applicable) with responsible manager comments and signature

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Table below defines responsibilities and authorizations for Quality Audit and Irregularity
Report:

Table 3-1
Minimum training and
Level Name Responsibilities and authorizations
experience requirements

- Participate in preparing of audit

(check lists, organization, ... ) - Secondary school
Auditor
3 - Participate in performing of audit - Quality briefing from QAM
Observer
- Participate in recording of audit - 6 months work experience
findings

- All responsibilities and - Secondary school

authorizations of Auditor Observer - Curse for Auditor or min 5
- Leading auditor in audit of product audit days as Auditor
2 Auditor observer
and/or audit of process
- Direct line reporting to Compliance - 3 year relevant work
Monitoring Manager experience to get Specialty

- College/University degree
- Finished curse for Auditor
- All responsibilities and - Min 10 audit days as
Senior Auditor
1 authorizations of Auditor
Auditor - 3 year relevant work
- Leading Auditor in audit of System
experience to get Specialty

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[Link] Auditors

All Auditors are part-time qualified auditors registered in Company Auditors Database, which
contains all data concerning internal auditors training, specialty, experience and activities.

Auditors Database is administrated by Compliance Monitoring Manager. Auditors are

designated by Manager.
At least one member of the audit team must have the knowledge and the experience about
the area that is being audited.

The Manager identifies the auditors within the company who have the responsibility and
authority to:

a) Perform audits and inspections as part of ongoing Quality Assurance Program

b) Identify and record any concerns or findings, and the evidence necessary to substantiate
such concerns or findings
c) Initiate or recommend solutions to concerns of findings through designated reporting
channels
d) Verity the implementation of solutions within specific timescales
e) Report directly to the Compliance Monitoring Manager.

The quality audit personnel must be familiar with the requirements of LYCAA regulations
(maintenance auditors), relevant aircraft approved maintenance procedures (maintenance
auditors), LYCAA requirements.

It is also important that staff involved in the audit process receive adequate and appropriate
training: the table below determine the authorization level and the required relevant
experience and training for Auditors.

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When necessary, the Accountable Manager or Compliance Monitoring Manager may decide
to use auditors from an external source under the terms of agreement acceptable to the
Authority.

[Link].1 Auditors Independence

In order to ensure both competence and independence in an audit, auditors should not have
any day-to-day involvement in the area of the operation and/or maintenance activity which is
to be audited.

An audit team is usually composed two members. When an audit is being performed according
to EU OPS1 Standards, at least one member of the audit team must have both the knowledge
and the experience about the area that is being audited (in practice it cannot be avoided that
the auditor that is specialized in certain area is also employed in the department that is being
audited).

The first (administrative leading) audit team member cannot be employed in the department
that is being audited.

The independence of auditors is related to:

• The direct-line reporting

• The authority given to the auditor
• The access to all parts of the operator's organization

Auditors are persons that are competent and independent from the Responsible Manager of
the department that is being audited. Auditors cannot have any vested interest in result of an
audit. Auditors must be objective and impartial and cannot be exposed to any influence that
could affect their objectivity

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All persons that are encompassed by an audit must respect and maintain the independence
and integrity of auditors.

The Compliance Monitoring Manager, Operations QAM, Maintenance QAM, and the Flight
Safety Officer are independent from the nominated Manager of their respective areas.

[Link] Audit Scope

To monitor compliance with the procedures designed to ensure safe operations, airworthy
aircraft and the serviceability of both operational and safety equipment using IOSA Check List,
at least the following aspects must be verified:

• Organization, plans and objectives

• Operational Procedures
• Flight Safety
• AOC / Operations Specification
• Aircraft Performance and Special Operations
• Mass, Balance and Aircraft Loading
• Communications and Navigational Equipment and Practices;
• Instruments and Safety Equipment
• Manuals, Logs and Records
• Flight and Duty Limitations, Rest Requirements and Scheduling
• Aircraft Maintenance / Operations interface
• Use of the MEL
• Maintenance Program and Continued Airworthiness
• Airworthiness Directives management
• Maintenance Accomplishment
• Defect Deferral
• Flight and Cabin Crews
• Dangerous Goods
• Security
• Training.

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[Link] Audit scheduling

The inspections and audits are conducted at regular intervals, at least every 12 months.
An audits schedule plan (Quality Plan) of areas subject to inspections and audits is
issued for one calendar year.

The schedule is flexible: when unsatisfactory trends are identified in any area of the activities,
additional inspections and / or audits may be held. Follow-up audit may be scheduled when
necessary to verify that corrective actions have been carried out and that have been effective.
Significant changes to the management, organization, operation, or technologies as well as
regulatory requirements must be considered to define the schedule. Audits and inspections
scheduling tables covers all areas and aspects which must be audited and they are issued
separately as a part of Quality Plan.

3.4.4 Monitoring and Corrective Actions

Monitoring activity is based upon quality inspections, audits, corrective action and follow-up
with the aim that operational and maintenance standards are continuously complied with and
that the causes of unsatisfactory performance are eliminated.

The accountable manager will have the ultimate responsibility for resorting the corrective
action and ensuring, through the Quality Manager, that the corrective actions have re-
established compliance with the standard required by the Authority and by any additional
requirements defined by the Company. Any non-compliance will be determined, recorded
and communicated to the manager responsible for taking appropriate corrective actions and,
if appropriate, to the Accountable Manager. Within 10 days after the opening of an
Irregularity Report, the Responsible Manager have to define the plan of corrective actions.

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In case of Level 1 Priority, the period for reply is reduced to 3 days.

Table 3 - 2

RESPONSIBILITY ACTIVITY AM CMM QAM AD RM

Preparing of Audit Program R

Approving of Audit Program R
Audit scheduling (planning) R
Audit order R A
Performing the audit R R
Creation of “Audit Report” and ”Irregularity
R R
Report” (if applicable)
Distribution of Audit Report and Irregularity
R
Reports to RM and CMM
Closing of Audit R

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Table below defines responsibilities and authorizations for Irregularity Report, Corrective
Actions and Follow-Up Procedures

Table 3 - 3

RESPONSIBILITY ACTIVITY AM CMM QAM AD RM

Distribution of Audit and Irregularity
R
Reports to RM and QAM

Distribution of Irregularity Reports to RM R

Determination and implementing of

R
“Corrective Action”
Execution of corrective actions R
Determination of type of “Follow up”
R
procedure
Performing of “Follow up” procedure R R
Final check and closing of “Corrective
R R
Action”
Storage of Quality Documentation R
Provision of resources R
General responsibility R

Legend:

R Responsible AM Accountable Manager

CMM Compliance Monitoring Manager QAM Quality Assurance Manager
AD Auditor RM Responsible Manager

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After identification, recording and reporting of non-compliance, corrective actions must be

started. Responsibility for the implementation of corrective actions rests with the department
cited in the report identifying the finding. Corrective actions subsequent to an
inspection/audit should establish at least the following:

a) The nature of any findings

b) The origin of the finding
c) What corrective actions are required to ensure that the non-conformity does not
recur
d) a schedule of corrective actions
e) The identification of individuals or departments responsible for implementing
corrective actions
f) Information to the Compliance and Monitoring Manager where appropriate,

should:

a) Ensure that corrective action is taken in response to negative findings

b) Verify that corrective action includes the elements outlined in paragraph above
c) Monitor the implementation and completion of corrective action
d) Provide management with an independent assessment of corrective action,
implementation and completion
e) Evaluate the effectiveness of corrective action through the follow-up process
f) Determine follow-up procedures.

Follow up procedures, depending of who will perform it, may be:

a) inspection performed by the QAM

b) inspection performed by QAM and specified experts
c) inspection performed by an audit team

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Due date can be extended by the QAM only ones, on the request of the Responsible Manager,
and must be entered in the Irregularity Report.

Follow up procedure is finished when non-conformity/irregularity is eliminated and will be

confirmed by the QAM signature and closing date.

3.4.5 Management Evaluation

A management evaluation is a comprehensive, systematic, documented review by the

management of the Compliance Monitoring System, operational policies and procedures, and
should consider:

• The result of inspections, audits and any other indicators

• The overall effectiveness of the management organization

Management evaluations will be held at least every 12 months and will be chaired by the
Accountable Manager. The management evaluation consist in a meeting of Accountable
Manager, Compliance Monitoring Manager, Flight Safety Officer and Managers, The Accountable
Manager may decide to include other participants according to the subjects selected for each
evaluation
A management evaluation should identify and correct trends to prevent, where possible,
future non-conformities.
Conclusions and recommendations made because of an evaluation should be submitted in
writing to the responsible managers.

3.4.6 Recording

The Company shall maintain accurate, complete, and reliable records documenting the results
of the Quality Assurance Program.
These records are essential data necessary to analyze and determine the causes of non-
conformity, so that areas of non-conformity can be identified and subsequently addressed.

The Compliance Monitoring Manager is responsible to file and store these documents in the
form of hard copy and electronic media.

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Table 3 - 4

STORAGE PERSON IN CHARGE OF

TYPE OF DOCUMENT PERIOD STORAGE

Compliance Motoring Manuals continuously Compliance Monitoring Manager

Operations Manual continuously Organizational units

Procedures continuously Organizational units

Forms continuously Organizational units

Audit schedules 5 years Compliance Monitoring Manager

Audit orders 5 years Compliance Monitoring Manager

Audit check lists 5years Compliance Monitoring Manager

Inspection and Audit reports 5 years Compliance Monitoring Manager,

QAMs
Responses to findings (IR) 5 years Compliance Monitoring Manager,
QAMs
Corrective action reports 5 years CM Manager, QAMs

Follow-up and closure reports 5 years CM Manager, QAMs

Compliance Monitoring Manager

Management Evaluation reports 5 years

Quality training records continuously Compliance Monitoring Manager

Quality Plan 5 years Compliance Monitoring Manager

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3.5 Quality Assurance Responsibility for Sub-Contractors

The Company may decide to sub-contract certain activities to external agencies for the
provision of services related to areas such as:
a) De/Anti- icing
b) Maintenance
c) Ground handling
d) flight planning, navigation Charts and Nav. database.

When using sub-contractors the responsibility for quality of the product or service remains
with the Company.
A written agreement between the operator and the sub-contractor clearly defines the services
and quality to be provided. The sub-contractor’s activities relevant the agreement should be
included in the Company Quality Assurance Program.
The Company will ensure that the sub-contractor has the necessary authorization/approval
when required, and commands the resources and competence to undertake the task. If the
Company requires the sub-contractor to conduct activity which exceeds the sub-contractor’s
authorization/approval, the Company is responsible for ensuring that the sub-contractor’s
quality assurance takes account of such additional requirements.

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3.6 Compliance Monitoring System Training

All Company employees should attend a presentation about quality management system
prepared by Compliance Monitoring Manager: any other form of quality briefing and training
should be coordinated with Compliance Monitoring Manager. Depending on position in the
company, personnel responsible for quality will receive training covering:

• An introduction to the concept of the CM System

• Quality management
• The concept of Quality Assurance
• Compliance Monitoring Manual and documentation (and their contents)
• Audit techniques
• Reporting and recording
• The way in which the Quality System functions in the company.

Depending on the situation as, number of trained company’s personnel, financial resources
etc., the Company will organize the required training.
The syllabus schedule is planned on yearly basis and issued as separate document of the
Quality Plan.

Compliance Monitoring Manager retains records of quality training on electronic media and
hard copy in employee’s personal file.

3.7 Accident Prevention and Flight Safety Program

This program, related to Operations and Maintenance, is used to ensure effective evaluation
of related information and Company experience. Analysis of occurrences, reports, Air Safety
Reports, Confidential Reporting Schemes, Audit Reports, Inspection Reports, Internal
Investigation Reports and relevant accident and occurrence experience from other operators,
provide the Company with essential information for safety and prevention.

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To achieve the above, it is essential that there is a full and free reporting of all occurrences that
affect flight safety. All staff affected by this program should therefore report any events
affecting safety, and cooperate fully throughout any investigation. It is not a Company policy
to institute disciplinary procedures in response to the reporting of any incident affecting
safety, and Air Safety Reports and Confidential Reporting Schemes will be treated in
confidence. Accident Prevention and Flight Safety Program is published as separate program
but remains part of the Compliance Monitoring Manual. Flight Safety Officer is responsible for
publishing, issuance of amendments and revisions of this program.

3.7.1 Non-Punitive Policy

THE LIBYAN WINGS is committed to the safest flight operating standards possible. It is
therefore imperative that we have uninhibited reporting of all incidents and occurrences
which compromise the safe conduct of our flights. To this end, every employee is responsible
for communicating any information that may affect the integrity of flight safety: such
communication is completely free of reprisal.

THE LIBYAN WINGS will not take disciplinary action against any employee who discloses an
incident or occurrence involving flight safety according to the Confidential Reporting
Procedure.
This policy shall not apply to the information received by LIBYAN WINGS from a source other
than the employee involved in the incident or occurrence. Our method of collecting,
recording and disseminating information obtained from “Air Safety Reports” and
"Confidential Reporting Scheme" have been developed to protect to the extent permissible
by law the identity of any employee who provides flight safety information.

3.7.2 Confidential Report

All Company’s employees involved in an incident situation or aware of it, especially if it might
affect flight safety (air or ground), should describe in detail such an incident or occurrence
using the form “Confidential Reporting Scheme”.
"Confidential Reporting Scheme" form can be found in Crew room, Station Manager Office,
Operation Control Center or obtained directly from the Flight Safety Officer. Once filled with
the description of an incident or occurrence, the “Confidential Reporting Scheme” form must
be treated in the most confidential way and communicated immediately to Flight Safety
Officer.
The form will be dealt with the special care and confidentiality according to the principles of
Company’s Non-Punitive Policy.

All personal information from "Confidential Reporting Scheme" form are there only for
feedback purposes and will be removed from reporting form and return to sender. No record
of any one identity will be kept.

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The Company has developed two deferent "Confidential Reporting Scheme" forms. One for
events connected with flight and the other for all other events in company.
In that way, Company’s "Confidential Reporting Scheme" covers all events and employees in
Libyan wings.

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4 CREW COMPOSITION...............................................................................2
4.1 CREW COMPOSITION DETERMINATION ......................................... 2
4.1.1 The type of aircraft being used..............................................................2
4.1.2 The area and type of operation being undertaken.................................2
4.1.3 The phase of flight.................................................................................3
4.1.4 The minimum crew requirement and flight duty period planned............3
4.1.5 Experience (total on type),regency and qualification of the crew
members. ……………………………………………………………………….. 4
4.1.6 The designation of the commander and the relief of the flight crew ......6
4.1.7 Designation of the Senior Cabin Crew Member (SCCM)........................8
[Link] SCCM Appointment under particular circumstances............................9
4.2 DESIGNATION OF THE COMMANDER..................................................11
4.3 FLIGHT CREW INCAPACITATION..........................................................11
4.3.1 Flight crew composed of two pilots .......................................................11
4.3.2 Aero planes with an augmented flight deck crew...................................12
4.3.3 Flights where the Commander acts as Commander under supervision of
another type qualified Commander................................................................12
4.3.4 Consideration as an emergency ...........................................................12
4.4 OPERATION ON MORE THAN ONE TYPE.............................................13
4.5 FLIGHT DECK SEAT OCCUPATION.......................................................13

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4 CREW COMPOSITION

4.1 FLIGHT AND CABIN CREW COMPOSITION

Method for determining crew composition must take into account the following:

4.1.1 The type of aircraft being used

The type of aircraft is used for flight crew is A 319. Usually, flight crew is composed
of:
- One Commander.
- One Co-pilot.

Or alternatively two Captains, at least one of which must be right seat qualified, and
seated at the right seat.
In a case when the co-pilot, or the captain is under training, the pilot instructor or Line
Training Instructor occupies the left or right hand pilot seat, respectively.
Each flight member must have valid license, rating, qualifications and medical check
needed for the type of aircraft and the type of flight.
The minimum flight crew may be augmented depending of the operation and/or the
flight duration. Regulations concerning flight time and enlarged crew limitations are
regulated by other requirements quoted in other parts of OM (refer to chapter 7.0.-
Flight Time Limitations).

The minimum number of cabin crew depends on the number of seats in an aircraft,
planned duty time and whether there are any passengers on board or not.
A senior cabin attendant (Purser), is nominated by LIBYAN WINGS AIRLINES for
each flight where the cabin crew is required.

4.1.2 The area and type of operation being undertaken

Cabin crew composition does not depend on the type of operation at the present,
thanks to the nature of LIBYAN WINGS AIRLINES operation.

LIBYAN WINGS AIRLINES will operate flights within Mediterranean area, Africa, ME
and EU area extended to some charter flights.

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4.1.3 The phase of flight

At this time, no special consideration is given to the phase of flight due to the nature of
LIBYAN WINGS AIRLINES operation (short/medium range, scheduled/charter
passenger). LIBYAN WINGS AIRLINES will not operating long range flights and will not
need any crew change during the different phase of flights; Therefore, type of aircraft,
the area of operation and the flight duty period are to be considered as factors to
determine the crew composition in vast number of cases. In special (non-standard)
cases, the Fleet Pilot and/or the Flight Operations Manager. will determine the crew
composition on the basis of OPS and State regulations.

4.1.4 The minimum crew requirement and flight duty period planned

Minimum crew is composed of minimum flight crew and minimum cabin crew.
For a flight with (any) passengers on board, following minimum flight & cabin crew
requirements apply:

Aircraft type Minimum flight Minimum cabin

crew members crew members

A 319 2 3

The above minimum crew members have to be enlarged for certain flight duty periods
planed. Refer to OM-A-7 “Flight time limitations”.
When the number of cabin crew is reduced below the minimum stated above, for
example in the event of incapacitation or other unforeseen circumstances, minimum
cabin crew requirements above may be further reduced to two under conditions:

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➢ The condition is only allowed for the completion of the assigned duty, but the flight
shall not leave the home base or a station where a cabin crew member can be
added.
➢ Maximum number of passengers: 120 passenger for A-320 F
➢ Passengers shall be seated as close as possible to the emergency exits that are
“manned” by the cabin crew.
➢ Cabin crew shall be seated as to cover forward and aft emergency exits (at least
one CCM on the forward cabin crew station, and at least one CCM on the aft cabin
crew station).
➢ A suitable passenger shall be briefed on the opening of emergency exit usually
covered by the missing CCM.

In case of reducing a number of CCM and therefore a number of passengers a report

must be submitted to the Authority after completion of the flight.

It is the Commander’s responsibility to ensure that such flight personnel are briefed
about emergency procedures and evacuation.

The Authority may under exceptional circumstances require an Operator to include in

the crew additional cabin crew members.

The cabin crew may also include additional cabin crew members when required by the
type of operation, i.e. training, upgrading, check-flights.

4.1.5 Experience (total and on type), regency and qualification of the crew
members

LIBYAN WINGS AIRLINES shall insure that a pilot does not act as a Commander
unless he has carried out at least three take-offs and three landings as pilot flying on
an aero plane of the same type or an approved flight simulator of the same type, in
the preceding 90 days.

The 90 days period may be extended to 120 days by line flying under supervision of a
TRE or a TRI. For periods beyond 120 days the regency requirement for 3 takeoffs and
3 landings shall be satisfied during a training flight or on the simulator.

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A Co-pilot will not serve at the flight controls during take-off or landing unless he has
operated as pilot flying during at least 3 take-offs and landings on an airplane of the
same type, or on the flight simulator of the same type in the preceding 90 days. The
90 days period may be extended to 120 days by line flying under supervision of a TRE
or a TRI. For periods beyond 120 days the regency requirement for 3 takeoffs and 3
landings shall be satisfied during a training flight or on the simulator.
An inexperienced flight crew member shall not be assigned and shall not undertake
duties as a flight crew member together with another inexperienced flight crew
member.
According to LYCARs, the inexperienced flight crew member is described as
follows:

1 The Company should consider that a flight crew member is 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:
a. 100 flying hours and flown 10 sectors within a consolidation period of 120
consecutive days;
b. 150 flying hours and flown 20 sectors (no time limit).
2 A lesser number of flying hours or sectors, subject to any other conditions which
the Authority may impose, may be acceptable to the Authority when:
a. A new operator is commencing operations;
b. An operator introduces a new airplane type;
c. Flight crew members have previously completed a type conversion
course with the same operator;
d. The airplane has a Maximum Take-off Mass below 10 tons or a
Maximum Approved Passenger Seating Configuration of less than 20.

Cabin crew
a) LIBYAN WINGS AIRLINES shall ensure that each cabin crew member
undergoes recurrent training, covering the actions assigned to each crew
member in normal and emergency procedures and drills relevant to the type(s)
and/or variant(s) of aero- plane on which they operate .
b) LIBYAN WINGS AIRLINES shall ensure that the recurrent training and checking
program, approved by the Authority, includes theoretical and practical
instruction, together with individual practice.

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c) 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 of 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 expiry date of that previous check.
d) LIBYAN WINGS AIRLINES shall ensure that each cabin crew member who has
been absent from all flying duties for more than 6 months and still remains
within the period of validity of the previous check required completes re-
fresher training specified in the Operations Manual .
e) LIBYAN WINGS AIRLINES shall ensure that when a cabin crew member has
not been absent from all flying duties, but has not, during the preceding 6
months, under- taken duties on a type of aero plane as a cabin crew member
required by OPS , before undertaking such duties on that type, the cabin crew
member either:

1) Completes refresher training on the type; or

2) Operates two re-familiarization sectors .

4.1.6 The designation of the commander and the relief of the flight crew

The term “Commander” denominates the flight crew member holding overall
responsibility for the aero plane, its crew, its passengers and its load. LIBYAN WINGS
AIRLINES Captains are qualified to be Commanders.

In exceptional cases like enlarged crew or transport of large number of VIP

passengers, two Captains and one Co-Pilot may be assigned to a particular flight or
series of flights. If not otherwise designated in the crew roster, it is assumed that the
Captain with the higher seniority is the Commander.

A flight crew member may be relieved in flight of his duties at the controls by another
suitably qualified flight crew member. In LIBYAN WINGS AIRLINES operations, a
Commander may only be relieved by another pilot qualified as a captain TRE, TRI,
LI qualified on the

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respective type of aircraft may replace a First Officer during any stage of the flight,
while all other Captains may do so only during climb, cruise and descent.

Except when conducting a line check on a single sector only, a TRE shall not be
designated as a commander on line check flights.

Whenever a pilot is replaced on the front seat, this must be authorized by the
Commander. The change-over must be made quickly and must be arranged in a way
that only one of the pilot’s seats is empty at any time. The auto pilot shall be engaged
during change-over.

It is standard procedure that both pilot’s seats are occupied by qualified pilots
during all phases of a flight. A pilot may leave his seat temporary during flight, with
the Commander’s permission, i.e. when minor irregularities or personal necessities so
require. The auto pilot must be engaged in such cases.

Pilot Relieving the Commander

The Commander may delegate conduct of the flight to another qualified Commander;
or for operation only above FL200, a pilot qualified as follows:
▪ Valid ATPL;
▪ Valid and appropriate type or class rating;
▪ Conversion training and checking (including Type Rating Training) as prescribed
in OM-D;
▪ All recurrent training and checking as prescribed in OM-D;
▪ Route competence qualification;
▪ Appropriate additional training as prescribed in OM-D;
▪ Approved by Operator;
▪ Authorized by LyCAA.

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Pilot Relieving the Co-pilot

Another suitably qualified Co-pilot may relieve the Co-pilot or a cruise relief Co-pilot (to
operate in the role of Co-pilot in the cruise only and not below FL200) qualified as
follows:
▪ Valid CPL or IR;
▪ Valid and appropriate type or class rating;
▪ Conversion training and checking (including Type Rating Training) as prescribed
in OM-D except the requirement for take-off and landing training;
▪ All recurrent training and checking as prescribed in OM-D except the requirement
for take-off and landing training;
▪ Recent experience is not required;

The pilot shall, however, carry out flight simulator regency and refresher flying skill
training at intervals not exceeding 90 days. This refresher training may be combined
with the training prescribed in OM-D.

4.1.7 Designation of the Senior Cabin Crew Member (SCCM)

A senior cabin crew member is nominated by LIBYAN WINGS AIRLINES for each
flight, except for flights which require no CCM according to OM-A-4.1.4.

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The SCCM (C/C; purser) acts as chief of the cabin crew and has authority over all
cabin crew members on duty regardless of seniority takes orders directly from the
Commander.
The SCCM is responsible for the safety and comfort of passengers as well as the
service on board.

The SCCM shall check that the cabin crew is complete before commencing flight duty
(license, documents.), assign particular duties and responsibilities to all CCM; brief the
cabin crew before and after each flight and during briefing pre-flight check emergency
duty of the other cabin crew; be responsible for maintaining good discipline of all cabin
crew members while on duty; be responsible for observance of the safety regulations
on board; be responsible for emergency preparations according to respective
instructions; report all technical irregularities in the cabin to the flight crew; handle all
operational irregularities in co-ordination with the Commander; act as spokesperson
for all duty matters pertaining to the cabin crew.
ensure the orderly hand-over of aircraft to the new cabin crew taking over at transit
stations; ensure that the necessary documents are maintained and processed as laid
down in the respective regulations; report any important incidents or irregularities
occurring during flight to the appropriate office. Reports about matters of mutual
interest shall be co-ordinated between SCCM and the Commander as to which action
will be taken (personal report).

Note: All CCM on duty and also off duty when away from home base are subordinated
to the Commander. In the absence of the Commander (i.e. due to different
rotations of flight and cabin crew) all cabin crew members are subordinated to
the Co-Pilot.

[Link] SCCM Appointment under particular circumstances

A. In unforeseen circumstances, occurred out of the Crew Base, or also at the Main
Base, if the assigned SCCM is unable to operate, and there are no possibility to
replace with another cabin crew that has SCCM status, the Commander or Flight
Operations Manager may assign the post of SCCM to the most suitably qualified
Cabin Crew member.

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At the purpose to face this need LIBYAN WINGS AIRLINES have picked out and
trained, a group of Cabin Attendants with the following prerequisites and training
program:
− Successful candidates shall have at least one year’s experience, actually
working as operating cabin crew, since the issue their own certification;
− In last 12 months they shall have at least two working seasons consecutive
or not;
− Positive evaluation by the Flight Operations Manager.
− The candidates should be complete and pass the SCCM training specified in
OM-D;
B. When unexpected and unforeseen circumstances occur out of Main Base, the
Commander or Flight Operation Manager. may assign the function of SCCM to
the most qualified Cabin Crew. The recourse to this procedure is admitted only
in unexpected and unforeseen circumstances, as an extraordinary exception to
the rule, and a re- port must be submitted to the Authority. This permission is
granted just for one or two flights, with the sole object of steering the aircraft to
an appropriate airport where will be possible a standard configuration of Cabin
Crew.

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4.2 DESIGNATION OF THE COMMANDER

For each flight, the scheduling department will designate the Commander in
accordance with the seniority list defined by Fleet Pilot and verified by Director Flight
Operation.
No pilot may accept a designation as Commander unless, in addition to his
qualifications and training, he has the recent experience and knowledge required and
considers himself to be in all respects competent and fit for the task.
The Commander:

- Must be a captain and one of the pilots of the flight;

- May delegate the conduct of the flight to a relief pilot (pilot-in-command), but re-
mains Commander of the flight (Exceptional case of enlarged crew);
- May delegate the flying of the aircraft to the co-pilot (pilot flying);
- May in exceptional circumstances (i.e. unfit) designate another Captain as
Commander for the remainder of the flight. Any such change in command shall be
re- ported ASAP to the dispatch office (Exceptional case of enlarged crew).

Succession of command:

➢ Commander.
➢ Co-pilot relieving the commander.
➢ Co-pilot or co-pilot under supervision.
For further details se OM-A section 4.1.6.

4.3 FLIGHT CREW INCAPACITATION

The following procedure shall be followed to determine the succession of command in

case of the commander incapacitation.

4.3.1 Flight crew composed of two pilots

The second pilot takes the authority over all persons on board the aircraft until the
normal chain of command can be re-established, provided no other LIBYAN WINGS
AIRLINES type qualified and current pilot with the privileges to fly in command is on
board.

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4.3.2 Aero planes with an augmented flight deck crew

In case another pilot is assisting/augmenting the “standard minimum crew” and holds
a current license with type rating and the privileges to act as pilot-in-command, that
pilot will take over the command in case of an incapacitation of the designated
commander after having been informed by the second pilot and having acknowledged
the overall situation and this 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 captain on that particular type of aircraft is
included in the crew. Refer also to Chapter 8: Flight procedures – Incapacitation of
crew members.

4.3.3 Flights where the Commander acts as Commander under supervision of

another type qualified Commander

The supervising commander will take over command in case the “acting commander”
Becomes incapacitated.

4.3.4 Consideration as an emergency

Since the incapacitation of the commander, or any other crew member of the minimum
required flight deck crew, shall be considered as an emergency, nothing shall prevent
the remaining crew from asking for assistance to perform the necessary duties on the
flight deck.

This may include any other crew members which the remaining crew considers
qualified or even dead heading flight crew members travelling as passengers in the
cabin. To be filed in case of an incapacitation. It shall include the exact description,
who else was performing duties on which duty station on the flight deck until
termination of the flight. Succession of command: (1) Captain (2) Co-Pilot (3) Purser.

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4.4 OPERATION ON MORE THAN ONE TYPE

Regarding cabin scheduling LIBYAN WINGS AIRLINES currently flies only A

320 aircraft. Only airplanes of the same type shall be flown in one duty
period.

In case that a crew member is flying aircraft outside LIBYAN WINGS AIRLINES
(LIBYAN WINGS AIRLINES permission is mandatory), compliance with duty time
and rest period requirements rests with him/her.

4.5 FLIGHT DECK SEAT OCCUPATION

The LH pilot seat shall be occupied by either:

- A pilot qualified as commander.

- A pilot under supervision being trained as commander.

The RH pilot seat shall be occupied by either:

- A pilot qualified as co-pilot;

- A pilot under supervision being trained as co-pilot;
- A commander qualified as TRI, TRE, LI or RH seat qualified commander.

During the conduct of a line check, except when the examiner forms part of the flight
crew, the examiner shall occupy an observer

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5 QUALIFICATIONS REQUIREMENTS 5
5.1 DESCRIPTION OF REQUIREMENTS AND RRESPONSABILITIES 5
5.1.1 General 5
5.1.2 Requirements 5
5.1.3 Responsibilities 5
5.2 FLIGHT CREW MEMBERS 6
5.2.1 Acceptance of Employment 6
5.2.2 Flight Crew Experience Requirements 7
[Link] Initial Appointment as Commander 7
[Link] Initial Appointment as Co-pilot 7
[Link] Initial Appointment as Relief-pilot 7
[Link] Promotion within LIBYAN WINGS AIRLINES 7
5.2.3 Commander 8
[Link] Nomination of the Commander 8
[Link].1 Command Course 8
[Link] Combined Upgrading and Conversion Course 8
[Link] Pilot Qualification to Operate in either Pilot’s Seat 8
[Link] Route and Aerodrome Competence Qualification 10
5.2.4 Co-pilot 10
[Link] Pilot in “Line Flying “ under supervision 10
5.2.5 Recency of Experience 11
[Link] Extension 11
5.2.6 Training and Checking 11
[Link] Standards of Performance 11

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[Link].1 General 11
[Link] Measurement of Performance level with "Pentaperf" 12
[Link].1 Definition of Ranks 12
[Link].1.1 Grading for Qualification 13
[Link].1.2 Definitions of Grading 13
[Link].2 Consequences of Failure and Follow up Actions 14
[Link] Conversion Training and Checking 14
[Link].1 Ground Course 15
[Link].2 Flying Training 15
[Link].3 Flying Duties 16
[Link] Qualification/Training for CAT I and CAT II Approaches 16
[Link] LVTO Qualification 16
[Link] Recurrent Training and Checking 17
[Link] Route and Aerodrome Competence Training / Qualification 18
[Link].1 Route Competence Training / Qualification 18
[Link].2 Aerodromes Competence Training/ Qualification 19
[Link].2.1 Aerodrome Categorization 19
[Link].2.2 Aerodrome Competence Qualification 19
[Link].3 Route and Aerodrome Competence Qualification Revalidation 19
[Link].4 Airport Category List 20
[Link] Re-Qualification Training 20
[Link].1 Differences and Familiarization Training 23
[Link] Simulator Proficiency Check 23
[Link].1 Validity 23

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[Link] Line Check 24

[Link].1 Validity 24
[Link] Command Course 24
5.3 CABIN CREW MEMBERS 24
5.3.1 Acceptance of Employment 25
5.3.2 Senior Cabin Crew Member 25
[Link] Experience of the Senior Cabin Attendant 25
[Link] Responsibility of the Senior Cabin Attendant 25
5.3.3 Required Cabin Crew Member 26
5.3.4 Additional Cabin Crew 26
5.3.5 Cabin Crew Members During Familiarisation Flights 26
5.3.6 Operation on more than one Type or Variant 26
5.3.7 Qualifications and Ranks 26
[Link] Requirements 26
[Link] Recency of Qualification 27
[Link] Standards of Performance 27
[Link].1 General 27
[Link].2 Measurement of Performance level with "Pentaperf" 28
[Link].3 Consequences of Failure and Follow up Actions 29
5.3.8 Training and Checking 29
[Link] Initial Training 29
[Link].1 Progress Test 30
[Link] Conversion/Differences Training 30
[Link] Familiarization 30

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[Link].1 New Entrant Cabin Crew 31

[Link].2 Cabin Crew Operating on a Subsequent Airplane Type 31
[Link].3 Familiarization Flights 31
[Link] Recurrent Training 31
[Link] Refresher Training 33
[Link] Checking 34
5.4 TRAINING, CHECKING & SUPERVISION PERSONNEL 36
5.4.1 For Flight Crew 36
[Link] Qualification of Training and Checking Personnel 36
[Link] Appointment of Training and Checking Personnel 36
[Link] Duties of Training and Checking Personnel 36
[Link] Re-Validation and Renewal of TRE/ SFE/ TRI/ SFI Authorization 37
5.4.2 For Cabin Crew 37
[Link] Qualification of Training and Checking Personnel 37
[Link] Appointment of Training and Checking Personnel 37
[Link] Duties of Training and Checking Personnel 38
5.5 OTHER OPERATIONS PERSONNEL 39
5.6 RECORDS 39

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5 QUALIFICATIONS REQUIREMENTS

5.1 DESCRIPTION OF REQUIREMENTS AND RRESPONSABILITIES

5.1.1 General

This chapter contains a description of the required licenses, ratings, qualifications (i.e.
for route and aerodromes), experience, courses, training, checking and recurrence for
operational personnel to conduct their duties.

5.1.2 Requirements

According to the regulations laid down by the Libyan civil aviation Authority, it is LIBYAN
WINGS AIRLINES responsibility to appoint as crew members only pilots and cabin
attendant who:

• Hold valid licenses (Pilots) (Cabin Attendants) and have successfully passed
the required training and checking, recurrent training and checking and
emergency procedures.
• Recurrent training and checking for crew members as outlined in this chapter.
• Conduct their duties in compliance with the manners accepted by the company.

Specific LIBYAN WINGS AIRLINES requirements have also been established.

Additional flight or cabin crew members have been trained in, and are proficient to
perform, their assigned duties.

5.1.3 Responsibilities
The objective and extent of all training will be determined by the Crew Training
Manager / Flight Operations Manager in accordance with Civil Aviation of Libya and
LIBYAN WINGS AIRLINES regulations, also taking into account feedback of previous
training, line experiences, and flight data records information.

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The syllabi/programs (see OM-D) shall be established under the authority of Crew
Training Manager in close coordination with the Flight Operations Manager and the
head of Cabin Crew as required.

5.2 FLIGHT CREW MEMBERS

5.2.1 Acceptance of Employment

Flight crew members accepted for employment by LIBYAN WINGS AIRLINES

must have successfully completed a «Conversion Course».

The minimum requirements for employment and promotion will be specified by

LIBYAN WINGS AIRLINES according to the OM – D and the regulations of the Libyan
Civil Aviation Authority.

All training and checking program is specified in the Training Manual (OM-D) of LIBYAN
WINGS AIRLINES and have to be approved by the Authority. All flight crew members
must have the followings licenses and ratings required for the flight operations of LIBYAN
WINGS AIRLINES:

• Pilot License CPL plus ATPL frozen or ATPL license (for Commanders), both
with Instrument Rating (IR);
• Type Rating (TR) on the aircraft;
• Route and Aerodrome competence (for Commanders only);
• Fluency in English. Level 4 or higher.

All applicant have to satisfy the minimum requirement reported in OM. In addition, the
applicant will be asked to:

• File the Pilot Application Form, if not yet done.

• File a technical questionnaire, if considered feasible.
• Perform an ARABIC check, if considered feasible.
• Perform an English check, if considered feasible.
• Have an interview inside the “Flight Operations Personnel committee.
• Perform a simulator session, if coming from General Aviation and helicopter
and/or if required.

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• During the interview, every effort will be done in order to highlight the following
points:
a) Psychological analysis of the applicant;
b) Security background of the applicant;
c) Aviation background of the applicant.
d) Flight Operations Personnel Coordinator (FPC) can interrupt the recruitment
process at any stage if considered useless going through the complete flow.

At the end of the recruitment process, FPC will communicate to applicant the result of
the evaluation.

5.2.2 Flight Crew Experience Requirements

[Link] Initial Appointment as Commander

• Minimum Total Flight Hours 2500. And:

• Including 2000 hours on type

[Link] Initial Appointment as Co-pilot

• Total of Flight Hours 500. on type

• Completed all required courses in accordance with LYCAA regulation.

[Link] Initial Appointment as Relief-pilot N/A

[Link] Promotion within LIBYAN WINGS AIRLINES

The following are requirements which have to be satisfied for promotion within
LIBYAN WINGS AIRLINES from Co-pilot to Commander:

• At least 2500 flying hours including 2000 hours on type and 4 years flying as a
Co-pilot, other requirement refer to OM – Part D for training requirements and:
• ATPL (theory and practice);
• CRM course.
• Passed approved English language exam (internal or at an external institute),
which applies a minimum score previously decided;
• Passed in line pre check on selected aircraft.
Promotion from Co-pilot to Commander shall be established by Flight Operations
Manager , that in co- ordination with Crew Training Manager . and Fleet Pilot, may
reduce the minimum requirements after candidate’s evaluation / LYCAA approval.

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5.2.3 Commander

[Link] Nomination of the Commander

Commander is a flight crew member acting in any piloting capacity as Commander: he

usually occupies the left hand seat. Before appointing a Pilot as Commander he must
meet the requirements under point.

[Link].1 Command Course

For nomination as Commander the minimum experience levels must be met (see
appropriate paragraph in the present chapter). For Multi-Crew operations, the pilot
must complete the Command Course prescribed below.
The Command Course, specified in the OM-D, shall include at least the following:

- Training in an approved flight simulator to include LOFT and/or flying training;

- An Operator Proficiency Check operating as Commander
- Commander’s responsibilities;
- Line Training in command under supervision. A minimum of 10 sectors is required
for Pilots already qualified on the airplane type.
- Completion of a Commanders Line Check and Route and Aerodrome Competence
Qualifications.
- CRM training.

[Link] Combined Upgrading and Conversion Course

If a pilot is converting from one airplane type to another when upgrading to Commander,
the command course shall also include a conversion course as specified.

[Link] Pilot Qualification to Operate in either Pilot’s Seat

Commanders whose duties also require them to operate in the right-hand seat and carry
out the duties of a Co-pilot (under Flight Operations Manager . and Crew Training Manager
co- ordination and decision) , or Commanders required to conduct training or examining
duties from the right-hand seat, shall complete additional training and

checking as specified in the OM-D. The checking must be recurrent with LIBYAN WINGS
AIRLINES proficiency checks. This additional training includes the following:

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• An engine failure during Take-off;

• A one engine inoperative approach and go-around;
• A one engine inoperative landing.

Notes:
(1) When engine out maneuvers are carried out in the airplane, the engine failure must be
simulated.
(2) When operating in the right hand seat, the checks required for operating in the left-hand
seat must, in addition, be valid and current.
(3) A pilot relieving the Commander shall have demonstrated, concurrent with the operator
proficiency checks, practice of drills and procedures which would not, usually, be the
relieving pilot’s responsibility

(4) A Pilot other than the Commander occupying the left-hand seat shall demonstrate practice
of drills and procedures, concurrent with the Operator Proficiency Check, which would
otherwise have been the Commander’s responsibility acting as pilot non-flying.
Where the differences between left and right seats are not significant (for example because
of use of autopilot) then practice may be conducted in either seat.

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[Link] Route and Aerodrome Competence Qualification

Prior to be assigned as Commander, the Pilot must have obtained adequate

knowledge of the route to be flown and of the aerodromes (including alternates),
facilities procedures to be used.
See [Link]. (Route and Aerodrome Competence Training).

5.2.4 Co-pilot

Co-pilot is a flight crew member acting in any piloting capacity other than Commander:
he usually occupies the right hand pilot seat. Before appointing a Pilot as Co-pilot he
must successfully complete the LIBYAN WINGS AIRLINES Conversion Course as
specified in OM-D.

[Link] Pilot in “Line flying “under supervision

Following completion of flying training and checking as part of conversion course or as

part of the command course when upgrading to Commander, the flight crew members
have to fly a minimum number of sectors and/or flying hours under the supervision of
a TRI,TRE and LI. The minimum flying hours/sectors are specified as follows:

• Co-pilot undertaking first Conversion Course: total accumulated 100 hours or

minimum 40 sectors.
• Co-pilot upgrading to Commander: minimum 10 sectors when converting to a new
type and minimum 6 sectors when already qualified on the airplane type.
A line check will be completed upon completion of line flying under supervision

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5.2.5 Regency of Experience

A Captain / Co-pilot shall not operate an airplane as part of minimum certified crew,
either as pilot fling or pilot non flying, unless he has carried out at least six take-off and
three landings in the previous 90 days as pilot flying in an airplane, or in a flight
simulator, of the same type/class. The flight simulator must be acceptable to the
Authority for take-off and landings.

[Link] Extension

The period in the two last paragraphs above may be extended up to a maximum of 120
days by line flying under supervision of a TRI or TRE. For periods beyond 120 days,
the regency requirement is satisfied by a training flight or use of a Flight Simulator or
the airplane type to be used. For further information on the requalification training
programs see [Link] and OM-D.

5.2.6 Training and Checking

Initial training is to acquire the minimum qualification required on airplanes operated in

LIBYAN WINGS AIRLINES. This training is combined with the type rating course.

[Link] Standards of Performance

[Link].1 General

The standards of performance define the professional quality required for Flight Crew
Members. They consist of two major parts: Personality and Performance

A. Personality:
• Overall standard.
• Stable and balanced personality.
• Reliability.
• Willingness for discipline

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• Development capability.
• Sociability.
• Ability to work in a team.
• Loyalty.
• Ability to differentiate.
• Leadership.
• Physical and mental fitness.
B. Performance.
Each flight crew member must fulfil all requirements as listed above. His ability to
do so is subject to regular assessments and tests. Training and qualification is
carried out by the instructors staff and examiners staff. If any deficiencies are
detected, actions and decisions will be initiated by Crew Training Manager and/or
the respective Fleet Pilot as required.

[Link] Measurement of Performance level

This is a standard method which has been adopted in order to measure behavior and
performance during the training period.
This method consists in giving to the instructors a list of items in the training program and
a scale which uses a standard method to measure performance. The following should
be highlighted:
1) The areas subject to training.
2) The areas in which it's necessary to concentrate on.
3) The areas in which the student does well, permitting an accelerated teaching
process.
The method is based on a "sensible" evaluation divided into five performance levels,
this scale must be used in all debriefing sessions in order that information on the level
of training acquired can be easily passed on to the next training session.

[Link].1 Definition of Ranks

The Ranks are defined as follow:

1) UNSATISFACTORY
• Very Poor: Poor performance with a large number of errors corrected late or not
corrected at all. No knowledge or no application of professional knowledge.

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• Poor: A performance which will need further training in future sessions.

2) SATISFACTORY
• Acceptable: An acceptable performance which, whilst not jeopardizing safety,
does not completely meet up with company standards. Possibility to recuperate
with some self training.
• Good: performance up to company standard; few errors which are usually self
corrected or corrected using crew coordination without overloading other CM.
• Very Good: Excellent performance which takes into account small details and
the less clear sides of the situation. Excellent problem solving technique.

[Link].1.1 Grading for Qualification

All qualifications are generally divided into two groups:

• Satisfactory;
• Unsatisfactory.

This separation clearly defines whether the requirements for passing a course, a check
or renewal as required by the authority are fulfilled. Grading between Satisfactory and
Unsatisfactory are not tolerated. Problems in connection with the grading
«Satisfactory» shall be described in words. Tests are considered “Satisfactory” if the
score is at or above 75%.

[Link].1.2 Definitions of Grading

The grading is defined as follows:

A. Satisfactory
The required company standard is achieved with due regard to performance, ability,
general knowledge and behavior. Errors and weak points, which, if accumulated,
could lead to serious problems, have to be written down under “Remarks”. A
marginal performance is temporarily acceptable only.

B. Unsatisfactory
The required standard is not reached, overall result is poor and not acceptable.

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[Link].2 Consequences of Failure and Follow up Actions

Whenever the grading "unsatisfactory" is given as an overall grading, a follow up action

has to be taken by the Fleet Pilot, jointly with Crew Training Manager , Flight
Operations Manager . and any flight assignment (except training flights) of the flight
crew member concerned shall be cancelled.

[Link] Conversion Training and Checking

The minimum standards of qualifications and experience required before undertaking

a conversion course (type rating) are specified in the LIBYAN WINGS AIRLINES OM-
D.

A flight Crew shall complete an LIBYAN WINGS AIRLINES conversion course, before
commencing unsupervised line flying in the Company (OM-D):
A. When changing airplane for which a new type rating is required; or
B. At first employment in LIBYAN WINGS AIRLINES.

The conversion training will be conducted by suitably qualified persons in accordance

with a detailed course syllabus included in the OM-D acceptable to the Authority.
The amount of training required is determined after note has been taken of the flight
crew member’s previous training and experience as recorded in his training and flight
records.

The LIBYAN WINGS AIRLINES conversion course shall be composed of:

• Ground Training (with or without flight simulator/cockpit procedure trainer,
computer based training or other training device).
• Emergency and Safety equipment training (must be completed before flying
training on the airplane commences).
• Flying Training (simulator and airplane).
• Line Flying under supervision.

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Notes:
(1) The conversion course shall be conducted in the order set out above.
(2) When a flight crew member has not previously completed an operator’s conversion
course, in addition to the training/checking listed above, the flight crew member will
undergo to:
- General first aid training;
- Ditching procedures training using the equipment in water.

• CRM initial training only for pilots without previous experience in Airlines’s
Companies
• Elements of CRM for pilots transitioning from other company’s aircrafts and other
Airlines Company.

Once an operator’s conversion course has been commenced, a flight crew member
does not undertake flying duties on another type or class until the course is completed
or terminated.

[Link].1 Ground Course

The Ground Training comprises a properly organized program of ground instruction

given by training staff with the use of adequate facilities, including any necessary
mechanical and visual aids.
Basis for the training is the AOM of the airplane concerned, the Company’s OM-A and
the OM-D.
Subjects of Ground Course are:

• Airplane systems (description, limitations, normal and abnormal procedures);

• Performance;
• Mass and balance;
• Company regulations, policy and procedures, as outlined in this manual;
• Airplane familiarization;
• Flight planning.

Adequate knowledge of the subjects will be checked by written test(s).

[Link].2 Flying Training

Flying training is structured to familiarize the flight crew member thoroughly with all
aspects of airplane limitations, normal, abnormal and emergency procedures, and the
use of all flight deck equipment.

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The flying training will be carried out by suitably qualified SFI/TRI nominated by the
Flight Operations Manager . in concert with Crew Training Manager and approved by
the Authority.

Generally the same training and practice in the flying of the airplane will be given to
Co-pilots as well as Commanders.
The flight handling sections of the syllabus includes all the requirements of the
appropriate proficiency check.

During flying training on approved Flight Simulator, particular emphasis will be placed
on the practice of Line Orientated Flying Training (LOFT) with emphasis on Crew
Resource Management (CRM) and the use of correct coordinated procedures,
including coping with flight crew member incapacitation.
As the training program is carried out in an appropriate flight simulator, the airplane
training includes only the following elements of proficiency training:

• Pilots with less than 1500 hours total flight time or less than 500 hrs on similar
types of aircraft at least 6 landings;
• Pilots with more than 1500 hours total flight time and more than 500 hrs on similar
types of aircraft at least 4 landings.

When engine-out maneuvers are carried out in airplane, the engine failure shall be
simulated. This additional training includes the following:

• An engine failure during Take-off;

• A one engine inoperative approach and go-around;
• A one engine inoperative landing.

[Link].3 Flying Duties

A flight crew member will not undertake flying duties on another type until LIBYAN
WINGS AIRLINES conversion course is completed.

[Link] Qualification/Training for CAT II and CAT III Approaches

Refer to OM – ( D ) 2.1.1

[Link] LVTO Qualification

Low visibility takeoff (LVTO) means a takeoff where the visibility is below the standard
Takeoff minimums. The LWA’s scheduling and assignment process ensures that prior
to conducting Low Visibility Take-offs (LVTO) operations each flight crew member has:
- Successfully completed the approved LWA’s training program.
- The Capt

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ain must have at least 100 hours as PIC in the aircraft type

[Link] Recurrent Training and Checking

According to the period of validity, flight crew members will undergo, within consecutive
12 months, the following recurrent training and checking that are combined with
Revalidation of Type Rating, Instrument Rating and Pilot License (CPL or ATPL as
appropriate):
• 2 Proficiency Checks;
• 1 Line Check;
• 1 Emergency and Safety Equipment Recurrent Training and Checking;
• Ground and Refresher Training;
• 1 Flight Simulator Training;
• Ground and Refresher Training examination (by means of a professional and
technical questionnaire).

The recurrent training and checking program for flight crew members are established
in the Training Manual and are accepted or approved by the Authority as appropriate.

A. Recurrent training comprises:

• Ground and Refresher Training;
• Flight Simulator Training;
• Emergency and Safety Equipment Training;
• CRM Training.
Recurrent training is conducted by the following personnel

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• Flight Simulator Training by Type Rating Instructor (TRI) or Synthetic Flight

Instructor (SFI);
• Emergency and Safety Equipment Training, by suitably qualified personnel;
• Crew Resource Management (CRM) Training by suitably qualified personnel.

B. Recurrent Checking comprises:

- LIBYAN WINGS AIRLINES proficiency checks.
- Emergency and Safety Equipment checks.
- Line checks.
Recurrent checking is conducted by the following personnel:
7. LIBYAN WINGS AIRLINES simulator proficiency checks and Line checks will
be performed by a TRE;
8. Emergency and Safety Equipment checks by suitably qualified personnel.

C. For pilots who are qualified to operate in either pilot’s seat the additional training
conducted from the right hand seat includes also the following items:
9. 1 Engine failure during Take-Off;
10. 1 One engine inoperative approach and go-around;
11. 1 One engine inoperative landing.

Note 1: When practicing engine out procedures in a training flight, the engine failure
shall be simulated.
Note 2: When operating in the right-hand seat, the checks required for operating in the
left-hand seat must, in addition, be valid and current.
Note 3: A flight crew member, other than Commander, occupying the left seat shall
demonstrate, concurrent with LIBYAN WINGS AIRLINES proficiency checks,
practice of drill sand procedures, which would have been the Commander’s
responsibility as pilot flying and pilot not flying.

[Link] Route and Aerodrome Competence Training / Qualification

[Link].1 Route Competence Training / Qualification

Route competence qualification is required for Commanders and is suggest for Co-
pilot.
A. Route competence training will include knowledge of:

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• Terrain and minimum safe altitudes;

• Seasonal meteorological conditions;
• Meteorological, communication and air traffic facilities, services and procedures;
• Search and rescue procedures;
• Navigational facilities associated with the route along which the flight has to take
place.

B. Depending on the complexity of the route as assessed by LIBYAN WINGS

AIRLINES the following methods of familiarization will be used:
▪ For less complex routes, familiarization by self briefing with route documentation;
▪ For the more complex routes, in addition to the points above, an in-flight
familiarization as Commander, Co-pilot or observer, or a familiarization in an
approved flight simulator using a data base appropriate to the route concerned.

[Link].2 Aerodromes Competence Training/ Qualification

[Link].2.1 Aerodrome Categorization

All aerodromes to which LIBYAN WINGS AIRLINES operates, have been

categorized in OM-A [Link] and reported in Appendix B.

[Link].2.2 Aerodrome Competence Qualification

Aerodrome competence qualification is required for Commanders and suggested for

co-pilot qualification for each category of aerodrome is established by pilots complying
with the briefing and operational requirements listed below in respect of each
classification.

[Link].3 Route and Aerodrome Competence Qualification Revalidation

Route and aerodrome competence qualifications are valid for a period of 12 calendar
months in addition to remainder of:

• The month of qualification, or

• The month of the latest operation on the route or to the aerodrome.

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Route competence may be revalidated by operating on the route within the previous
period of validity.

If revalidated within the final three calendar months of validity of previous route and
aerodrome competence qualification, the period of validity shall extend from the date
of revalidation until twelve calendar months from the expiry date of that previous route
and aerodrome competence qualification. For more details see Appendix C.

[Link].4 Airport Category List

The List of Aerodrome is reported in Appendix B and OM-C.

[Link] Re-Qualification Training

With this training program LIBYAN WINGS AIRLINES . will guarantee that only those
pilots will be assigned to a flight duty who are current on all procedures which are
necessary for a safe operation.
The “Requalification Programs” satisfy the training required See OM-D.
The following “Re-qualification Programs” satisfy the requirements of LYCAA

Off duty since 90 days till 120 days requires:

• 3 take offs and 3 landings, as Pilot Flying, on the airplane or approved FFS, in
the 90 days preceding the resumption of line activity

Note: The 90 days period may be extended up to a maximum of 120 days by line flying
under the supervision of a TRI or TRE.

• The Company requires:

1. 3 take offs and 3 landings, as Pilot Flying, on the airplane or approved FFS
or

2. Line flying under supervision (minimum 4 sectors) with TI or LTI.

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Off duty since 121 days till 210 days

• For period beyond 120 days the regency requirement is satisfied by a training
flight or a FFS lesson.
• The Company require:
1. One FFS lesson with TRI or SFI;
2. The Operator Proficiency Check with a TRE,
3. Line flying under supervision (minimum 4 route sectors) with TRI or LTI.

If the validity of previous Operator Proficiency check is expired

Off duty since 211 days till 1 year

• For period beyond 120 days the regency requirement is satisfied by a training
flight or a FFS lesson.

• A Proficiency Check within the three months immediately preceding the expiry
date of rating;
• At least 10 route sectors as pilot of the relevant type of airplane, or one route
sector in an airplane or FFS, as pilot of the relevant type of airplane under the
satisfaction of an examiner.
• The Company requires:

Theoretical training on the following subjects:

• 2 days: Airplane Systems Review:
1. 1 day: Airplane “Performance” and “Special Operations” review;
2. 1 day: ground recurrent training (if its period of validity is expired)
CRM (1 HR), DGR (2 HRS), Security (2 HRS), Pilots Questionnaire
(1 HR).
• Emergency and Safety Equipment Recurrent Training and Checking in
approved mock-up (during the briefing time of the Operator Proficiency Check,
only if its period of validity is expired);
• 2 FFS lessons with TRI or SFI;
• Operator Proficiency Check with TRE;

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• Line flights under supervision (minimum 4 route sectors) with TRI or LTI;
• Line Check (minimum 4 route sectors) with TRE or designated TRI acceptable to
LYCAA .

Off duty since more than 1 year till 2 years

Requires a training flight with a TRI or a FFS lesson with TRI or SFI
Requires a Refresher training approved by LYCAA and a FFS Proficiency Check.
• The Company requires the following refresher training approved by LYCAA :
• 10 days of theoretical training on the following subjects:

1. OM Part A review;
2. Ground Recurrent training (CRM-1 HR, DGR-2 HRS, Security-2 HRS);
3. Airplane Systems Review;
4. Airplane “Performance” and “Special Operations” review;
5. Technical and Professional questionnaire.

• Emergency and Safety Equipment Recurrent Training and Checking in approved

mock-up (during the briefing time of the FFS Operator Proficiency Check, only if
its period of validity is expired);
• 3 FTD lessons with TRI or SFI;
• 4 FFS lessons with TRI or SFI;
• FFS Proficiency check with TRE;
• Local flight with TRI;
• Line flights under supervision ( minimum 6 route sectors) with TRI or LTI;
• Line Check (minimum 4 route sectors) with TRE or designated TRI acceptable to
LYCAA .

Off duty since more than 2 years

Requires a training flight with TRI or a FFS lesson with TRI or SFI.
Requires a Refresher training approved by LYCAA and a FFS Proficiency
Check. Refer To OM Part D for all requirement
• The Company requires a “Type Rating Course”.

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[Link].1 Differences and Familiarization Training

• Differences Training
A Flight Crew Member shall complete Differences Training when:
A. Operating another variant of an airplane of the same type, or
B. change of equipment and/or procedures on types or variants currently
operated, requires additional knowledge and training on an Appropriate Training
Device.

• Familiarization Training
A Flight Crew Member shall complete Familiarization Training when:
• Operating another airplane of the same type or variant, or
• A Change of equipment and/or procedures on types or variants currently
operated, requires the acquisition of additional knowledge.

[Link] Simulator Proficiency Check

During the proficiency check at the end of the training or for the revalidation of a rating,
the flight crew member has to demonstrate his competence in carrying out normal,
abnormal and emergency procedures according to a program established by LIBYAN
WINGS AIRLINES. and acceptable to the LYCAA. The check will be conducted in an
approved FFS and without external visual references when the flight crew member is
required to operate under IFR.
Each flight crew member shall undergo LIBYAN WINGS AIRLINES proficiency checks
as part of a normal flight crew.

[Link].1 Validity

The period of validity of a proficiency check is six calendar months in addition to the
remainder of the month of issue. If issued within the final three calendar months of
validity of a previous LIBYAN WINGS AIRLINES proficiency check, the period of
validity shall extend from the date of issue until six calendar months from the expiry
date of that previous LIBYAN WINGS AIRLINES. Proficiency check.

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[Link] Line Check

Each flight crew member shall undergo a line check on the airplane before scheduled
for line operation. The line check must establish the ability to perform satisfactorily a
complete line operation from start to finish, including pre-flight and post-flight
procedures and use of the equipment provided. Line checks will be completed in an
airplane. When pilots are assigned duties as pilot flying and pilot non-flying they will be
checked in both functions. The flight crew must be assessed on their CRM skills. Line
checks shall be conducted by TRE.

[Link].1 Validity

The period of validity of a line check is twelve calendar moths in addition to the
remainder of the month of issue. If issued within the final three calendar months of
validity of a previous line check, the period of validity shall extend from the date of issue
until twelve calendar months from the expiry date of that previous line check.

[Link] Command Course

The requirements for a command course and his contents are reported on OM -D.

5.3 CABIN CREW MEMBERS

Particular attention will be paid to the total number of aircraft type or variants that a
cabin crew member may fly for the purpose of commercial air transportation, which
must not exceed the requirements prescribed in LYCAA Regulation and reported in the
appropriate paragraph. The cabin attendant is also responsible for the passenger
handling and the service on board the airplane. The Cabin Attendant will take all
reasonable steps to ensure the safety and wellbeing of passengers in both normal and
emergency circumstances

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cabin attendants are individually responsible for ensuring that their cabin crew
certificates, medical, passports, visas cabin crew manuals, booklets are up to date.
cabin crew support the Commander in the maintenance of a proper standard of crew
discipline, conduct and personal appearance.

5.3.1 Acceptance of Employment

The following are the minimum requirements established in relation to cabin crew:
• A minimum age of 18 years or according to Company Policy;
• Have positive education/school formation;
• The successful completion of an initial medical examination or assessment as
per prescribed rules. Subsequently the cabin crew member concerned is
required to maintain the degree of medical fitness necessary to enable his to
carry out his duties;
• The satisfaction of all LIBYAN WINGS AIRLINES . cabin crew training
requirements.
• Have successfully performed a check to obtain the certificate
released by Authority.

5.3.2 Senior Cabin Crew Member

Whenever more than one Cabin Crew Member is assigned for a flight a Senior Cabin
Attendant must be nominated.

[Link] Experience of the Senior Cabin Attendant

A Senior Cabin Attendant must have at least one year’s experience as an operating
Cabin Crew Member and have completed an appropriate course.

[Link] Responsibility of the Senior Cabin Attendant

The Senior Cabin Attendant is responsible to the Commander for the conduct and co-
ordination of the cabin crew according to the cabin safety and emergency procedures
as specified

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The Senior Cabin Attendant is also responsible to the Commander for the passenger
handling and the service on board the airplane, coordinating the activity of the other
Cabin Attendants and following the Company procedures.
During turbulence, in the absence of any instructions from the flight crew, the senior
cabin crew member shall be entitled to discontinue non-safety related duties and
advise the flight crew of the level of turbulence being experienced and the need for the
fasten seat belt signs to be switched on. This should be followed by the cabin crew
securing the passenger cabin and other applicable areas.

5.3.3 Required Cabin Crew Member

Refer to 4.1.4 (Minimum Cabin Crew Required).

5.3.4 Additional Cabin Crew

Refer to 4.1.4 (Minimum Cabin Crew Required).

5.3.5 Cabin Crew Members During Familiarization Flights

After completion of conversion training and prior to operating as one of the minimum
required cabin crew, a Cabin Crew Member shall undertake familiarization flights
and/or visits under the supervision of a senior cabin crew member.

5.3.6 Operation on more than one Type or Variant

A Cabin Crew Member will not operate on more than three airplane types.

5.3.7 Qualifications and Ranks

[Link] Requirements

Under Law of Civil Aviation of Libya issued by Authority, in order to carry out his job in
flight, a Cabin Crew member must hold a valid International cabin crew certificate with
a valid medical. A cabin crew member who has passed the training according to the
airplane qualification, is qualified irrespective of area of operation.

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[Link] Regency of Qualification

Regency of Cabin Crew Member shall be obtained through an annual Recurrent

Training and checking based either on:
• Practical demonstration; and/or
• Computer based assessment; and/or
• In-flight checks; and/or
• Oral or written tests.

[Link] Standards of Performance

[Link].1 General

The standards of performance define the professional quality required for cabin crew
members. They consist of two major parts: Personality and Performance.

A. Personality:
- Overall standard.
- Stable and balanced personality.
- Self responsibility.
- Sociability.
- Willingness to serve.
- Frankness.
- Approach to customers.
- Ability to work in a team.
- Physical and mental fitness.

B. Performance.
Each cabin crew member must fulfil all requirements as listed above. His ability to
do so is subject to regular qualifications. Training is carried out by the «Cabin Crew
Instructor » (CCI). If any deficiencies are detected, actions and decisions will be
initiated by Crew Training Manager and Flight Operations Manager.

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Cabin Crew shall be identifiable by virtue of a Cabin Crew uniform to passengers.

Other personnel, such as medical staff, security staff, child minders, escorts,
technical staff, entertainers, interpreters, on duty in cabin, shall not wear an uniform
which might identify them to passengers as a Cabin Crew Member.

[Link].2 Measurement of Performance level with "Penta perf"

This is a standard method which has been adopted in order to measure behavior and
performance during the training period.
This method consists in giving to the instructors a list of items in the training program
and a scale which uses a standard method to measure performance.
The following should be highlighted:

1) The areas subject to training.

2) The areas in which it's necessary to concentrate on
3) The areas in which the student does well, permitting an accelerated teaching
process.
The method is based on a "sensible" evaluation divided into five performance levels,
(Pentaperf) defined as follows:

1) UNSATISFACTORY
• Very Poor: Poor performance with a large number of errors corrected late or not
corrected at all. No knowledge or no application of professional knowledge.
• Poor: A performance which will need further training in future sessions.

2) SATISFACTORY
• Acceptable: An acceptable performance which, whilst not jeopardizing safety,
does not completely meet up with company standards. Possibility to recuperate
with some self training.
• Good: performance up to company standard; few errors which are usually self
corrected.
• Very Good: Excellent performance which takes into account small details and
the less clear sides of the situation.

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[Link].3 Consequences of Failure and Follow up Action

Whenever the grading "unsatisfactory" is given as an overall grading, a follow up action

will be taken by the Crew Training Manager and any flight assignment of the crew
member concerned will be cancelled.

5.3.8 Training and Checking

Before undertaking assigned duties each cabin attendant must have completed the
appropriate training as specified below and must have passed a check covering the
training received in order to verify proficiency in carrying out safety and emergency
duties.

[Link] Initial Training

Before undertaking conversion training each Cabin Crew Member must have
successfully completed an initial training conducted by suitably qualified persons, as
specified in OM-D.
The purpose of Initial Training is:
1. To know the Company’s organization, especially that of the Flight Operations
Department
2. To ensure that the cabin attendant obtains the necessary skills and knowledge
to deal with different types of emergency and survival situations
3. To receive instruction on cabin safety in general in relation to his flying duties;
4. To become familiar with the different types of airplane and their equipment and
furnishing
5. To become familiar with LIBYAN WINGS AIRLINES . procedures in general.
6. The Initial Training must include:
 Fire and smoke training.
 Water survival training.
 Medical aspects and first aid.
 Passenger handling.
 Communications.
 Discipline and responsibilities.
 Crew resource management.

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[Link].1 Progress Test

During the course, periodical aural progress tests monitor the trainer’s ground training
progress. The final test requires a pass mark of 80% and will be performed by means
of a written questionnaire.

[Link] Conversion/Differences Training

Before undertaking assigned duties each cabin Crew-Member must have completed
the appropriate training as specified in the OM-D.

A conversion training must be completed before being:

• First assigned in the company as Cabin Crew Member.
• Assigned to operate another airplane type.

Conversion training is conducted in a structured and realistic manner, includes the use
of safety equipment and emergency procedures applicable to the type of airplane and
involves training and practice on both a representative training device and the actual
airplane. A differences training must be completed before operating:
- A variant of an airplane type currently operate.
- With different safety equipment location or normal and emergency procedures on
currently operated airplane types or variants. Differences training is conducted in a
structured manner When determining the content of the differences training the
crew member’s previous training as recorded in the cabin crew members’ training
records shall be taken into account. If necessary, differences training will include
all or part of the items scheduled for the conversion training.

[Link] Familiarization

After completion of conversion training, each Cabin Crew Member undertakes

familiarization prior to operating as one of the minimum number of cabin crew required.

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[Link].1 New Entrant Cabin Crew

Each new entrant cabin crew member (certified or not) having no previous comparable
operating experience should:
a. Participate in a visit to the airplane to be operated; and
b. Participate in familiarization flights.

[Link].2 Cabin Crew Operating on a Subsequent Airplane Type

A cabin crew member assigned to operate on a subsequent airplane type with

LIBYAN WINGS AIRLINES. Should either:
a. Participate in a visit to the airplane to be operated; or
b. Participate in a familiarization flight.

[Link].3 Familiarization Flights

The number of familiarization flights required is prescribed by C.T.P.H., jointly with the
responsible of cabin crew attendants training, will be appropriate to the type of airplane
and will take into account the Cabin Crew Member’s previous experience.
During familiarization flights, the cabin crew member should be additional to the
minimum number of cabin crew required.
Familiarization flights shall be:
• Conducted under the supervision of member PAA or a CAA already qualified,
or a Senior Cabin crew if applicable;
• Structured and involve the cabin crew member in the participation of safety
related pre-flight, in-flight and post-flight duties;
• Operated with cabin crew member’s uniform;
• Form part of the training record for each cabin crew member.

[Link] Recurrent Training

According to Law of Libyan Civil Aviation, Cabin attendants shall undergo Recurrent
Training every twelve months.

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Recurrent Training covers the actions assigned to each crew member in evacuation
and other appropriate normal and emergency procedures as well as drills relevant to
the types and/or variants of airplane on which he operates.
The period of validity of recurrent training and the associated checking shall be 12
calendar months in addition to the remainder of the month of issue.
If issued within the final three 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
expiry date of that previous check. The training which includes theoretical and practical
instruction, will be performed on the basis of the OM-D.

A. Subjects of the Recurrent Training (every year):

• Emergency procedures including pilot incapacitation;
• Evacuation procedures including crowd control techniques;
• Touch-drills, by each Cabin Crew member, for opening all normal and
emergency exits;
• The location and handling of Emergency Equipment, including oxygen systems,
and the donning by each Cabin Crew Member of life jackets and protective
breathing equipment (Smoke Hood and oxygen masks);
• First Aid and the contents of the First-Aid Kit(s);
• Stowage of articles in the cabin;
• Dangerous Goods procedures as prescribed in OM-A chapter 9;
• Security Procedures;
• Incident and Accident review;
• Crew Resource Management.
B. Every Three years this training must also include:
• The operation and actual opening of all normal and emergency exits in an
airplane or representative training device.
• Realistic and practical training in the use of all fire-fighting equipment, including
protective clothing, representative of that carried in the airplane.
• Demonstration of the use of the life-raft, or slide-raft, where fitted.

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[Link] Refresher Training

Note: Following rules are applicable also to those cabin crew members which have
left LIBYAN WINGS AIRLINES. for flying in others Air Companies.
General
The resumption of line flight activity after a long absence, shall take place only after an
adequate and complete cabin attendant requalification to the standard performances
required from his own duties during line operations. The following “Requalification
programs” satisfy the training required from Law of Libyan Civil Aviation regulations.
As general rule, to keep the regency of “Cabin Crew Certificate” the Law of Libyan Civil
Aviation regulations require:
• At least 40 hrs. of flying duties in the last 12 months;
• At least 10 hrs. of flying duties in the last 6 months;
• A recurrent training within the 12 calendar months in addition to the remainder of
the month of the previous issue.

Off duty till 120 days

• Law of Libyan Civil Aviation, Company rules do not require any refresher training
activity.

Off duty since 121 days till 180 days or less than 10 hours of flying duties in the
last 6 month or less than 40 hrs. of flying duties in the last 12 month
• LYCAR and Company rules require:
• 1 days (7 hrs.) of theoretical and practical instructions inclusive of proficiency check
by LIBYAN WINGS AIRLINES , in an airplane on ground or appropriate Mock-up;
• Familiarization flight (4 route sectors) by Senior Cabin Crew Member;
• Crew pairing LYCAA .
Off duty since 181 days till one year
• LYCAR regulations and Company rules require:
• 3 days (21 hours) of theoretical and practical instructions, with the following
program:

- 1 day of airplane systems and company’s procedures review;

- 2 days related the annual “Recurrent Training and Checking”.

• A proficiency check by LIBYAN WINGS AIRLINES in an airplane

on ground or appropriate Mock-up

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• Familiarization Flights (4 route sectors) by Senior Cabin Crew Member;

• Crew pairing LYCAA .

Off duty since more than 1 year till 2 years

• LYCAA regulations and Company rules require:
• 5 days of theoretical and practical instructions, with the following program:

- 2 days of airplane systems and company’s procedures review;

- 3 days comprehensive of annual “Recurrent Training and Checking”

A proficiency check by LIBYAN WINGS AIRLINES in an airplane on ground

appropriate Mock- up;

• Familiarization flights (6 route sectors) with PAA;

• Crew pairing LYCAA .

Off duty since more than 2 years till 5 years

▪ LYCAA regulations and Company rules require:
▪ A Conversion Training as in OM-D;
▪ Crew pairing LYCAA

Off duty since more than 5 years

▪ LYCAA regulations and Company rules require:
▪ An “Initial Training” as in OM-D (with only10 route sectors as familiarization
flights);
▪ Crew pairing LYCAA .

[Link] Checking

Each Cabin Crew Member will undergo a check covering the training he has received,
in order to verify his proficiency in carrying out safety and emergency procedures.
These checks must be performed by personnel acceptable to the Authority and are
based either on

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▪ Practical demonstration; and/or

▪ Computer based assessment; and/or
▪ In-flight checks; and/or
▪ Oral or written tests.
Checks are required after completion of:

A. Initial training;
B. Conversion/Differences Training;
C. Recurrent Training;
D. Refresher Training.

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5.4 TRAINING, CHECKING & SUPERVISION PERSONNEL

5.4.1 For Flight Crew

[Link] Qualification of Training and Checking Personnel

Flight Crew Members in order to be authorized as TRE, SFE, TRI, SFI must satisfy the
professional qualification requirements established by Authority, as laid down in the
relevant official documentation, these authorizations are valid for a limited period (3
years) at the conditions detailed in the relevant official documentation, only if the pilots
continue to work with same Operator and only if they maintain the «recency» for the
specific type of aircraft.

[Link] Appointment of Training and Checking Personnel

A part from the individual authorizations issued by LYCAA, prior to LIBYAN WINGS
AIRLINES appointment to a trainer or examiner position, nominees will be checked in
those duties applicable to the appointment.
These checks are performed by the Crew Training Manager. or his delegate and
evidence are retained on the individual's personal training file. LIBYAN WINGS
AIRLINE appointment of all examiners and instructors is released by the
Operations Director upon specific request of the Flight Operation Manager , taking into
account the judgment of the Crew Training Manager.

[Link] Duties of Training and Checking Personnel

• The duty of a TRE is to perform recurrent and extemporary proficiency controls both
on ground and in flight, as per authorization given by LYCAA , which may also
specifically authorize the TRE as its delegate for Type Rating or License issue and
renewal.
• The duty of a SFE is to conduct type and instrument rating proficiency checks related
to multiple airplanes, in a flight simulator as per authorizations given by LYCAA .
• The duty of a TRI is to instruct pilots during Conversion Course both on ground and
in flight including instruction required for Multi Crew Coordination or to perform

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recurrent or extemporary training. The TRI authorizations is released by LYCAA and

endorsed in the personal license.
• The duty of a SFI is to instruct pilots only by means of a FFS or FTD for Type Ratings
and Multi Crew Cooperation, as per authorization given by LYCAA .
• The duty of theoretical instructors is the teaching of the subjects related to Type
Ratings Courses, Recurrent and Refresher Training, Emergency and Safety
Equipment Training and Checking, Dangerous Goods Training, Security Training
and CRM Training. Theoretical instructors are suitably qualified and are individually
accepted by LYCAA.

[Link] Re-Validation and Renewal of TRE/ SFE/ TRI/ SFI Authorization

To maintain or renew the TRE, SFE, TRI, SFI authorizations, the interested personnel
must comply with regulation issued by the authority. To that purpose the Flight
Operations Department will assure that all instructors and examiners carry out the
activity required to maintain the regency or to revalidate the authorizations.

5.4.2 For Cabin Crew

[Link] Qualification of Training and Checking Personnel

Cabin Crew Members in order to be nominated as CCM and/or as SCCM must satisfy
the professional qualification requirements established by LYCAA as laid down in the
relevant official documentation.
Both special nominations are valid at the conditions detailed in the relevant official
documentation, only if the Cabin Crew Member continues to work with same Operator
and only if he maintains the «regency» for the specific type(s) of aircraft(s). The
nomination will automatically cease upon changing the operator.

[Link] Appointment of Training and Checking Personnel

Apart from the individual authorizations issued by LYCAA , prior to LIBYAN WINGS
AIRLINES appointment to a trainer or examiner position, nominees will be checked in
those duties applicable to the appointment. These checks are performed by the Crew
Training Manager . or his delegate and evidence are retained on the individual's
personal training file.

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LIBYAN WINGS AIRLINE appointment of all examiners and instructors is released

by the Flight Operations Manager taking into account the judgment of the Crew Training
Manager

[Link] Duties of Training and Checking Personnel

• The duty of a CCM is to perform recurrent and extemporary proficiency controls both
on ground and in flight, as per authorization given by the LYCAA with a specific ID
No.

• The duty of a SCCM is to instruct Cabin Crew Members both on ground and in flight
as per authorization given by the LYCAA with a specific ID No.
• The duty of theoretical instructors is the teaching of the subjects related to Initial and
Conversion Training, Recurrent and Refresher Training, Emergency and Safety
Equipment Training and Checking, Dangerous Goods Training, Security Training
and CRM Training. Theoretical instructors are suitably qualified and are individually
accepted by LYCAA .

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5.5 OTHER OPERATIONS PERSONNEL

Is the responsibility of Managers to define and up to date specific technical profiles

for each position covered by their own personnel, relevant to ops duties. In these
profiles, contained in personal folders and accessible to each interested person, are
laid down the minimum skills required to perform the attributed duties.

Is the responsibility of the Crew Training Manager who will revise and oversee training
program, to provide all non-flying operations staff with the training and briefing
necessary to enable them to perform their duties safely and efficiently. The Crew
Training Manager. shall take into account the minimum skills required and stated in
the personal profiles provided by each Manager . Each individual performance will
be reviewed regularly and at least annually by the Crew Training Manager . or his
delegates.

5.6 RECORDS

A Training Summary of the flight crew member and other operations personnel, all
records of training, checking and qualification undertaken by a personnel must be
maintained by the Operator as prescribed in the OM-A, section 2.1.4 (Documents
Storage Periods). Records of all conversion courses, recurrent training and checking
must be made available to the crew member concerned on request.
Records of all conversion courses, recurrent training and checking must be made
available to the crew member concerned on request.

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Intentionally Left Blank

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6 CREW HEALTH PRECAUTIONS...............................................................2

6.1 CREW HEALTH PRECAUTIONS.....................................................2
6.2 MINIMUM HEALTH REQUIREMENTS.............................................4
6.2.1 Decrease in medical fitness ................................................4
6.2.2 Alcohol and other intoxicating liquor....................................5
6.2.3 Narcotics..............................................................................5
6.2.4 Sleeping Tablets (Hypnotics)...............................................6
6.2.5 Pharmaceutical preparations ..............................................6
6.2.6 Immunization........................................................................7
6.2.7 Deep diving..........................................................................8
6.2.8 Blood donation.....................................................................8
6.2.9 Meal precautions prior to and during flight..........................8
6.2.10 Sleep and rest....................................................................9
6.2.11 Surgical operations............................................................10
6.2.12 Vision correction................................................................10
6.2.13 Humidity.............................................................................11
6.2.14 Diurnal rhythm...................................................................11
6.2.15 Pregnancy.........................................................................11
6.2.16 Tropical Medicine..............................................................11

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6 CREW HEALTH PRECAUTIONS

6.1 CREW HEALTH PRECAUTIONS

No person may serve as a flight crew member knowing that he has a physical deficiency
or mental condition that would render him unable to meet the requirements of his current
medical certificate, to discharge his responsibilities to a safe standard or could endanger
the safety of the aircraft or its occupants.
Crew members should not undertake flying duties whilst under the influence of alcohol,
narcotics, drug or medicine like sleeping tablet.

It is duty of each crew member to report any doubt about another crew member being
under influence of alcohol, narcotics, drug or medicine like sleeping tablet or any other
influence that can affect safety of the flight. Report shell be given immediately to the
commander, and if the commander is one under influence, report shall be given to the
co-pilot or further according to hierarchy.

Any crew member who becomes ill or incapacitated while on flight duty or during a
stopover period at an outstation must report the matter to the Commander at the earliest
opportunity.

Commander should be aware that a sudden deterioration in health may be an indication

of the onset of a dangerous or infectious complaint. Carriage of a flight crew or cabin
staff member who is ill could prejudice the Company's position in several ways:

- International health regulations;

- Liability to the staff member concerned, should a serious illness ensue;
- Invalidation of the insurance of the aircraft;
Significant decrease in the safety of the flight, were the number of available crew
members to be reduced.

Commanders must therefore ensure that a doctor is called at the earliest opportunity
to examine the crew member concerned and a certificate must be obtained stating
whether the individual is fit for duty, or alternatively for travel. Commanders are
Authorized to arrange any tests necessary to ascertain the condition of the individual
concerned.
A written report must be submitted by the Commander and the crew member as soon
as practicable after return to the main base. Commanders should arrange for the arrival
time of the crew member at the main base to be notified to the Flight Operations Post
Holder.

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Commanders have an overall responsibility for ensuring that all of the crew are fit for
duty, even if a report of sickness is not received. Where any doubt exists, a Commander
must ensure that the individual concerned is seen by a doctor and that the report from
that doctor is forwarded to the main base, if possible on the flight concerned and, failing
this, at the earliest opportunity.

In the case of a Commander being incapacitated the normal devolution of command to

the first officer (or the most senior pilot) applies.

All cases of illness on board aircraft (excluding cases of air-sickness and accidents)
must be reported by the Commander on landing at an airport. The details are to be
given in the appropriate part of the Aircraft General Declaration. Cases of ill passengers
disembarked during the flight must also be reported on arrival.
When a passenger on board shows symptoms which might indicate the presence of a
major disease, the Commander of an arriving flight must ensure that the airport medical
or health authority have been informed.

It is the responsibility of the airport medical or health authority to decide whether

isolation of the aircraft, crew and passengers is necessary.
On arrival of the aircraft, nobody shall be permitted to board the aircraft or disembark
or attempt to off load cargo or catering until such time as authorized by the airport
medical or health authority.

Each station, in conjunction with the airport medical or health authorities will devise a
plan which 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 airport medical or
health authorities;
- The decontamination of the aircraft, passenger baggage, cargo and mail and any
isolation lounges used by passengers or crew suspected of having infectious
diseases.

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6.2 MINIMUM HEALTH REQUIREMENTS

The initial medical examination or assessment and any re-assessment of flight

and cabin crew members should be conducted by, or under the supervision of, a
medical practitioner acceptable to the Authority.
Company maintains a medical record for each flight and cabin crew member.

The following medical requirements are applicable for each flight and cabin crew
member:
- Good health;
- Free from any physical or mental illness which might lead to
incapacitation or inability to perform cabin crew duties;
- Normal cardio respiratory function;
- Normal central nervous system;
- Adequate visual acuity 6/9 with or without glasses;
- Adequate hearing; and
- Normal function of ear, nose and throat.

6.2.1 Decrease in medical fitness

License holders shall not exercise the privileges of their licenses, related ratings or
authorizations at any time when they are aware of any decrease in their medical fitness
which might render them unable to safely exercise those privileges and they shall
without undue delay seek the advice of the Authority or medical practitioner acceptable
to the Authority, when becoming aware of:

- Hospital or clinic admission for more than 12 hours;

- Surgical operation or invasive procedure;
- The regular use of medication;
- The need for regular use of correcting lenses.

Every holder of a medical certificate issued in accordance with LYCAA

regulations (Medical) who is aware of:

- Any significant personal injury involving incapacity to function as a member of a flight

crew; or

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- Any illness involving incapacity to function as a member of a

flight crew throughout a period of 21 days or more; or
- Being pregnant shall inform the Authority 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, and:

- In the case of injury or illness the suspension shall be lifted upon the holder
being medically examined under arrangements made by the Authority and being
pronounced fit to function as a member of the flight crew, or upon the Authority
exempting, subject to such conditions as it thinks fit, the holder from the
requirement of a medical examination; and
- In the case of pregnancy, the suspension may be lifted by the Authority for such
period and subject to such conditions as it thinks fit LYCAA regulation and
medically examined under arrangements made by the Authority after the
pregnancy has ended and being pronounced fit to resume her functions as a
member of the flight crew.

6.2.2 Alcohol and other intoxicating liquor

Flight crew members shall not consume alcohol:

- When in uniform, in any public place, or such places to which the public may be
admitted, or when at an airfield.
- Within 12 hours before the commencement of a flight duty or reserve period.
- As working crew (including DHC) during a flight, or during ground stops.
- When they are in the Libyan State

Excessive use of alcohol is forbidden within 24 hours prior to commencement of a

flight duty or reserve period. There must be no condition of mental and/or behavioral
disorders due to the problematic or excessive use of alcohol (hangover effect may last
for 72 hours).

6.2.3 Narcotics
Due to the very nature of influence of narcotics on the human body, it is absolutely
forbidden to use narcotics while employed in LIBYAN WINGS AIRLINES
Crew members should not undertake flying duties while under the influence of any drug
or drugs which may adversely affect performance. Pilots should know that many
commonly used drugs have side effects liable to impair judgement and interfere with
performance. Ideally crew member should not fly on duty whilst taking any medication,
but this is not always practical. When in doubt pilots should contact the medical
department to establish whether medication being taken precludes flight duties or not.
See also “Pharmaceutical preparations”.

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6.2.4 Sleeping Tablets (Hypnotics)

Use of hypnotic must be discouraged. They may dull the senses, cause confusion and
slow reactions.

6.2.5 Pharmaceutical preparations

The following are some of the types of medication in common use which may
impair reactions. There are many others and when in doubt a pilot should consult the
medical department.

Antihistamines: all antihistamines can produce side effects such as sedation,

fatigue, dryness of the mouth. Quite commonly they are included in medication for
treatment of the common cold, high fever and allergic rashes or reactions. Some nasal
sprays and drops may also contain antihistamines.

Tranquillizer, Antidepressants and Psychotic Drugs: all these types of drugs

preclude crew member from flight duties because of the underlying condition for which
they are being used as well as the possible side effects resulting from them. Flight
duties should not be resumed until treatment with these types of drugs has been
discontinued and until the effects of the drugs have entirely worn off. This can take
several days in some instances.

Antibiotics: the underlying condition for which antibiotics are being taken may
prevent a pilot from flying. Most antibiotics are compatible with flying however.
Obviously where any hypersensitivity is feared, the suspect antibiotic must not
be used. A pilot should have previous experience of the antibiotic prescribed, or,

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alternatively, have a trial of it for at least twenty four hours on the ground before using
it during flight duties.

Analgesics (Pain killers): with a lot of analgesics and anti-inflammatory agents

there is risk of gastric irritation or haemorrhage. Ideally doctors advice should be
sought before using them.

Steroids (Cortisone, etc.): use of steroids, with few exceptions, precludes flight
duties.

Anti-malarial: most anti-malarial preparations used for prevention and taken in

recommended dosage are considered safe for flight duties.

Anti diarrhoeas: 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 crew member. In most cases grounding for a time may
be necessary.

Appetite Suppressants: these preparations can affect the central nervous system and
should not be taken during flight duties.

Antihypertensive (Drugs for treating blood pressure): certain therapeutic agents 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 flight duties.

Alcohol: alcohol, combined with most of the types of medication is a most

undesirable and dangerous combination.

6.2.6 Immunization

Should there be such flights in LIBYAN WINGS AIRLINES operation where a need for
immunization arise, it is the responsibility of LIBYAN WINGS AIRLINES to organize
immunization of operating personnel in due time before the flight.

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Medical advice is to be sought concerning the period to be observed before returning

to flight duties following immunizations (either immunization for flight duty or any other).
All crew members are responsible for the validity of their vaccination certificates should
they become necessary in LIBYAN WINGS AIRLINES operations.
All data concerning the period of validity of a vaccination are given in the respective
document.

All crew members shall present their vaccination certificates to the appropriate
authorities when required to do so.

6.2.7 Deep diving

Flying in pressurized aircraft after deep diving can result in the bends (decompression
sickness). A crew member should not practice deep diving to a depth exceeding 10
meters within 48 hours before a flight assignment.

6.2.8 Blood donation

Following blood donations the volume of blood lost is made up in a matter of some
hours but the cellular content can take some weeks to return to the previous level. Crew
members should not volunteer as blood donors whilst actively flying.
A crew member should not donate blood within 24 hours before a flight
assignment.

6.2.9 Meal precautions prior to and during flight

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 can put a whole crew out of action so suddenly and so severely,
thereby immediately and severely endangering a flight, as food poisoning.

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 the cream or pastry, which is commonly part of a set aircraft meal.

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The reheating process usually used in aircraft for the main course of a meal rarely
destroy food poisoning organisms and the toxins they produce. These toxins are
tasteless and cause no unpleasant odors.
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 crew member, 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.

In order to eliminate, as far as possible, the risk of food poisoning, the captain and first
officer should not partake of the same dishes before or during a flight.

Symptoms and treatment of poisoning:

The character and severity of the symptoms depend on the nature and dose of the
toxin and the resistance of the patient. Onset may be sudden. Malaise, anorexia,
nausea, vomiting, abdominal cramps, intestinal gurgling, diarrhoea and varying degree
of prostration may be experienced. Bed rest with convenient access to bathroom,
commode, or bedpan is desirable.
Severe cases should be hospitalized. Treatment is mostly symptomatic and all cases
should be seen by a doctor.

6.2.10 Sleep and rest

Any crew member shall not commence a flight duty or continue a flight duty after an
intermediate landing if he is aware that he is fatigued or will be fatigued before next
[Link] basic responsibility in fatigue management rests with the individual crew
member who should report for duty in a reasonably rested state and in an emotionally
fit state to perform his expected [Link] includes attention to such factors as sleep,
personal fitness and health, life style and activities prior to flight.

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Due allowance for any adverse effects of these factors should be taken into account to
ensure that fatigue which would significantly affect operating performance is not
encountered during flight duties.

6.2.11 Surgical operations

Aero-medical advice should be sought prior to returning to flying duties following any
surgical operation.

6.2.12 Vision correction

All pilots who are required by the licensing authorities to wear corrective lenses in order
to satisfy visual requirements laid down for granting of licenses, are required to carry a
spare pair of spectacles with them on all occasions whilst operating their license.

Spectacles, either corrective or anti-glare, when worn by flight crew during flight, should
be of a type of frame that allows maximum peripheral vision. The examination for the
prescription of a spectacle correction should ideally be carried out by an examiner with
some understanding of the problems of vision in aviation.

Near Vision Correction

Where the only correction necessary is for reading, pilots should never use full lens
spectacles while flying - because the pilot's task requires frequent changes from near
to distant vision and the latter is blurred by reading glasses. Half-moon spectacles or
lower segment lenses with a neutral upper segment should be used in these
circumstances.

Near and Distant Vision Correction

Where correction for both near and distant vision is required, bifocal lenses are essential
and pilots should discuss with their medical examiner the shape and size most suitable
for each segment. Where triple correction is necessary for reading, the instrument panel
range and distant vision, then specialist advice is required.

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6.2.13 Humidity

In flight relative humidity of cabin air is much lower than that to which we are
accustomed.
Coffee and especially black coffee, being a diuretic (kidney stimulant) can exacerbate
the effects of reduced humidity. Symptoms resulting from low humidity are dryness of
the nose, mouth and throat and general tiredness.

6.2.14 Diurnal rhythm

It is a well-established fact that our bodies have a diurnal cycle or rhythm. This means
that our chemical, psychological and physiological activity are high during our normal
waking hours, and are low during our normal sleeping hours. They reach the lowest
point at about 4 a.m. When we fly across time zones, that is either east-west or west-
east, we may interrupt our diurnal cycle. However, there is no proof that this is harmful
to our health.

To minimize the tiring effects of interruption to our day-night biological cycle we should:
- When away from home adhere as much as possible to home time for sleeping,
eating and bowel function;
- Take adequate rest before flight;
- Eat light, snacks at three or four hourly intervals to increase alertness.

6.2.15 Pregnancy

Any crew member who becomes pregnant must immediately, upon becoming aware of
such pregnancy, notify her management.
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 crew member will be removed from flying duties.

6.2.16 Smoking
Smoking is not permitted at any time on-board the aircraft either in the passenger
cabin or the cockpit and on the airport ramp or apron, or on the apron transport. Any
violation to this rule will be
viewed very seriously.

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7. Fight crew planning and time limitations

7.1 The plan Libyan Wings has established and shall implement this flight time which is appropriate for the
type of its operation performed and compliant with the requirements of the Libyan Civil Aviation
Regulations (Air Operations - Part ORO - Subpart FTL).

7.2 DEFINITIONS
For the purpose of this scheme, the following definitions shall apply:
a) Acclimatized
A country / stat in which a crew member’s circadian biological clock is synchronized to the time zone
where the crew member is. A crew member is considered to be acclimatized to a 2-hour wide time zone
surrounding the local time at the point of departure. When the local time at the place where a duty
commences differs by more than 2 hours from the local time at the place where the next duty starts, the
crew member, for the calculation of the maximum daily flight duty period, is considered to be acclimatized
in accordance with the values in the Table below:

Time difference (h)

between reference time and
local time where the Time elapsed since reporting at reference time
crewmember starts the next
duty
< 48 48 – 71.59 72 – 95.59 96 – 119.59 ≥ 120
≤4 B D D D D
≤6 B X D D D
≤9 B X X D D
≤ 12 B X X X D

“B” means acclimatized to the local time of the departure time zone, “D” means acclimatized to the local time
where the crew member starts his/her next duty, “X” means that a crew member is in an unknown state of
acclimatization.

(2) 'Reference Time'

The local time at the reporting point situated in a 2-hour wide time zone band around the local time where a
crew member is acclimatized
(3) 'Accommodation'
For the purpose of standby and split duty, a comfortable place not open to the public with the ability to full
of control light and temperature, equipped with adequate furniture that provides a crew member with the
possibility to sleep, with enough capacity to accommodate all crew members present at the same time and
with access to food and drink. And their other needs

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(4) Suitable Accommodation'

For the purpose of standby, split duty and rest, a separate room for each crew member located in a quiet
environment and equipped with a bed, which is sufficiently ventilated, has a device for regulating temperature
and light intensity, and access to food and drink.

(5) Augmented flight crew'

A flight crew which comprises more than the minimum number required to operate the aircraft, allowing each
flight crew member to leave the assigned post, for the purpose of in-flight rest, and to be replaced by another
appropriately qualified flight crew member;

(6) 'Break'
A period of time within a flight duty period, shorter than a rest period, counting as duty and during which a
crew member is free of all tasks.

(7) Crew Member'

A member of the flight crew or cabin crew.:
- Flight crew is a member of the crew of an aircraft who act as a pilot.
- Cabin crew is a person employed to facilitate the safety of passengers, whose duties are detailed by the
company or the aircraft Commander. Such persons will not act as a member of the flight crew.

(8) 'Delayed Reporting

The postponement of a scheduled FDP by LWA before a crew member has left the place of rest.

(9) Disruptive Schedule'

. A crew member's roster which disrupts the sleep opportunity during the optimal sleep time window by
comprising an FDP or a combination of FDPs which encroach, start or finish during any portion of the day or
of the night where a crew member is acclimatized. A schedule may be disruptive due to early starts, late
finishes or night duties.
(i) For 'early start' a duty period starting in the period between 05:00 and 06:59 in the time zone to which a
crew member is acclimatized; and
(ii) For 'late finish' a duty period finishing in the period between 00:00 and 01:59 in the time zone to which a
crew member is acclimatized;

(10) 'Night Duty'

A duty period encroaching any portion of the period between 02:00 and 04:59 in the time zone to which the
crew is acclimatized;

(11) Day Off

A single day free from all duties and standby consisting of 2 local nights and covers at least 36 consecutive
hours, which is notified in advance. Consecutive days off include a further local night for each additional
consecutive day off. A rest period may be included as part of a day off.

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(12) Duty
Any task that a crew member performs for the company, including flight duty, administrative work, giving
or receiving training and checking, positioning, and some elements of standby.

(13) Duty Period

A period which starts when a crew member is required by LWA to report for or to commence a duty and
ends when that person is free of all duties, including post-flight duty;

(14) Flight Duty Period (FDP

A period that commences when a crew member is required to report for duty, which includes a sector or a
series of sectors, and finishes when the aircraft finally comes to rest and the engines are shut down, at the
end of the last sector on which the crew member acts as an operating crew member.

(15) Flight Time

The time between an aircraft first moving from its parking place for the purpose of taking off until it comes
to rest on the designated parking position and all engines are shut down.

(16) Home Base

The location, assigned by LWA to the crew member, from where the crew member normally starts and
ends a duty period or a series of duty periods and where, under normal circumstances, LWA is not
responsible for the accommodation of the crew member concerned.

(17) Local Day

. A 24-hour period commencing at 00:00 local time.

(18) Local Night

A period of 8 hours falling between 2200 and 0800 hours local time.

(19) Operating Crew Member'

A crew member carrying out duties in an aircraft during a sector.

(20) Positioning
The transferring of a non-operating crew member from one place to another by air transport or surface at
the instruction of LWA, excluding:
– The time of travel from a private place of rest to the designated reporting place at home base and vice
versa, and
– The time for local transfer from a place of rest to the commencement of duty and vice versa;

(21) Rest facility

Means a bunk or seat with leg and foot support suitable for crew members’ sleeping on board the aircraft

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(22) Reserve
Means a period of time during which a crew member is required by the Libyan Wings to be available to
receive an assignment for an FDP, positioning or other duty notified at least 10 hours in advance

(22) Rest Period'

A continuous, uninterrupted and defined period of time, following duty or prior to duty, during which a crew
member is free of all duties.

(23) Rotation
A series of duties, including at least one flight duty, and rest period out of home base, starting at home base
and ending when returning to home base for a rest period where the Libyan Wings is no longer responsible
for the accommodation of the crew member.

(24) Roistered / Planned Duty

A duty period, or series of duty periods, with stipulated start and finish times, notified by the Libyan Wings to
crew in advance.

(25) Reporting Time

The time at which a crew member is required by an Libyan Wings to report for any duty

(26) Sector
The segment of an FDP between an aircraft first moving for the purpose of taking off until it comes to rest
after landing on the designated parking position.

(27) Split Duty'

A pre-planned and pre-notified FDP which consists of at least two or more sectors, separated by less than a
minimum rest period;

(28) Standby
A pre-notified and defined period of time during which a crew member is required by the Libyan Wings to be
available to receive an assignment for a flight, positioning or other duty without an intervening rest period.

(29) Scheduled Duty

The allocation of a specific flight or flights or other duties to a crew member within the pre notified roistered /
planned series of duty periods.

(30) Other Standby Other Standby

A standby either at home or in a suitable accommodation;

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(31) 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

(32) Travelling
All time spent by a crew member transiting between the place of rest, and the place of reporting for duty.

(33) Week
A period of 7 consecutive days starting at any set time and on any set day as specified and stated by the
Libyan Wings.

(34) Window of Circadian Low (WOCL)

The period between 02:00 and 05:59 hours in the time zone to which a crew member is acclimatized.

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7.3 Company Responsibilities

a. Publish duty rosters sufficiently in advance, to provide the opportunity for the operating crew members to
plan adequate preflight rest.
b. Ensure that flight duty periods are planned in a way that enables crew members to remain sufficiently free
from fatigue so that they can operate to a satisfactory level of safety under all circumstances.
c. Take into account the relationship between the frequency and pattern of flight duty periods and rest periods
and give consideration to the cumulative effects of undertaking long duty hours combined with minimum rest
periods.
d. Allocate duty patterns which avoid practices that cause a serious disruption of an established sleep/work
pattern, such as alternating day/night duties.
e. Comply with the provisions of disruptive schedules.
f. Provide rest periods of sufficient time to enable crew members to overcome the effects of the previous
duties and to be rested by the start of the following flight duty period.
g. Plan flight duties in order to be completed within the allowable FDP taking into account the time necessary
for pre-flight duties, the sector and turn-around times.

7.4 CREW MEMBER RESPONSIBILITIES

a. Crew members shall:

Comply with all flight and duty time limitations (FTL) and rest requirements applicable to their
i
activities.
ii Not perform duties on an aircraft:
-When under the influence of psychoactive substances or alcohol or when unfit due to injury, fatigue,
medication, sickness or other similar causes.
- Until a reasonable time period has elapsed after deep water diving or following blood donation.
-If applicable medical requirements are not fulfilled.
- If he/she is in any doubt of being able to accomplish his/her assigned duties, or
- If he/she knows or suspects that he/she is suffering from fatigue or feels otherwise unfit, to the
extent that the flight may be endangered.

Make optimum use of the opportunities and facilities for rest provided and plan and use their rest periods
b
properly;

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7.5 FLIGHT DUTY PERIOD

7.5.1 Reporting Times

Libyan Wings standard reporting times prior to departure

Home Base :
- Captain - 60 minutes
- Copilot - 60
- Cabin Crew - 90 minutes
Away from Base Flight & Cabin Crew 60 minutes

7.5.2 Basic Maximum Daily FDP

(1) The maximum daily FDP without the use of extensions for acclimatized crew members shall be in
accordance with the following table:

Start of FDP at 1-2 3 4 5 6

Reference Time Sectors Sectors Sectors Sectors Sectors
0800-1329 13:00 12:30 12:00 11:30 11:00
1330-1359 12:45 12:15 11:45 11:15 10:45
1400-1429 12:30 12:00 11:30 11:00 10:30
1430-1459 12:15 11:45 11:15 10:45 10:15
1500-1529 12:00 11:30 11:00 10:30 10:00
1530-1559 11:45 11:15 10:45 10:15 09:45
1600-1629 11:30 11:00 10:30 10:00 09:30
1630-1659 11:15 10:45 10:15 09:45 09:15
1700-0459 11:00 10:30 10:00 09:30 09:00
0500-0529 11:15 10:45 10:15 09:45 09:15
0530-0559 11:30 11:00 10:30 10:00 09:30
0600-0629 11:45 11:15 10:45 10:15 09:45
0630-0659 12:00 11:30 11:00 10:30 10:00
0700-0729 12:15 11:45 11:15 10:45 10:15
0730-0759 12:30 12:00 11:30 11:00 10:30

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7.7 Travelling Time

 Travelling time, other than that time spent on positioning, shall not be counted 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
airfield is usually in excess of 1½ hours, crew members should consider making 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 shall be classed as positioning.
Notional times for any additional travelling shall be agreed between the Libyan Wings and the
LYCAA.

7.8 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 shall be based on the original
report time and the FDP shall start at the actual report time. Where the delay is 4 hours or
more, the maximum FDP shall be based on the more limiting time band of the planned and the
actual report time and the FDP starts 4 hours after the original report time.

 When an Libyan Wings 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 the
Libyan Wings until a mutually agreed hour, then that elapsed time is classified as a rest period.
If, upon the resumption of duty, further delays occur, then the appropriate criteria in this
paragraph and paragraph 10.1 above shall be applied to the re-arranged reporting time.

7.9 Positioning

 All time spent on positioning at the behest of an Libyan Wings 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,

 If, after a positioning journey, the crew member spends less than a minimum rest period at
suitable accommodation provided by the Libyan Wings, and then carries out an FDP, the
positioning must be counted as a sector if a split duty is claimed when calculating the allowable
FDP. If it is not, then a split duty FDP cannot be used.

 On occasion and when agreed by the LYCAA an Libyan Wings may recover a crew member
from an overseas airfield on a positioning flight on the eighth consecutive day of duty.

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7.10 Split Duty

The conditions for extending the basic maximum daily FDP due to a break on the ground shall be in
accordance with the following:

(a) The break on the ground within the FDP has a minimum duration of 3 consecutive hours and a
maximum duration of 10 consecutive hours.
(b) The break excludes 120 minutes time allowed for post- and pre-flight duties and travelling.

(c) The maximum daily FDP may be increased by up to 50 % of the break.

(d) Suitable accommodation is provided either for a break of 6 hours or more or for a break that
encroaches the WOCL.

(e) In all other cases

i) Accommodation is provided; and
ii) Any time of the actual break exceeding 6 hours or any time of the break that encroaches the
WOCL does not count for the extension of the FDP.
(f) Split duty cannot be combined with in-flight rest.
(g) The break on the ground shall count in full as FDP

7.11 Standby Duty

 The time of start, end and nature of the standby duty must 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
standby is undertaken at home, or in suitable accommodation provided by the Libyan Wings,
during the period 2200 to 0800 hours local time and a crew member is given 2 hours or less
notice of a report time, the allowable FDP starts at the report time for the designated reporting
place.

 When a crew member is on standby duty on immediate readiness at an airport, then 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 that individual
reports at the designated reporting point.

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The following limits apply:

Duty Maximum Duration

Standby Duty 12 hours
Standby followed by an FDP As in case A and B below

Case A
If a crew member is called out from standby to conduct an FDP before completing 6 hours standby
duty then the total duty period allowed is the sum of the time spent on standby and the FDP allowable
from paragraph 13, Tables A, B.

Case B
If a crew member is called out from standby to conduct an FDP after completing 6 or more hours
standby duty, then the total duty period allowed is the sum of all the time spent on standby and the
allowable FDP, reduced by the amount of standby worked in excess of 6 hours.

Note:
1 The method of adding time spent on standby to cumulative totals is stated in paragraph 22.
2 The reference to 'total duty period' applies only to the sum of the standby time achieved + the
allowable FDP obtained from paragraph 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
:
8.0 Maximum FDP

 Standard reporting times prior to flight must be specified by an Libyan Wings. Pre-flight duties
are part of the FDP. A period of duty must be allowed for post-flight activities: the minimum for
Libyan Wings is 15 minutes. If this “period” for post FDP duties is routinely exceeded then the
post FDP duty period stated in the scheme must be revised to better represent the actual time
taken. The time spent between reporting for a flight and the completion of post-flight tasks
determines the length of the subsequent rest period.

 The utilization of a non-standard reporting time, except by use of a dispatch crew, designed to
take advantage of an increased FDP from a more favorable time band, must not be used.
Table A applies when the FDP starts at a place where the crew member is acclimatized; Table
B applies at other times.

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9.0 FLIGHT TIMES AND DUTY PERIODS

The total flight time of the sectors on which an individual crew member is assigned as an
(a) operating crew member shall not exceed:
i) 100 hours of flight time in any 28 consecutive days;
ii) 900 hours of flight time in any calendar year; and
iii) 1 000 hours of flight time in any 12 consecutive calendar months.
(b) The total duty periods to which a crew member may be assigned shall not exceed:
i) 60 duty hours in any 7 consecutive days;
ii) 110 duty hours in any 14 consecutive days; and
iii) 190 duty hours in any 28 consecutive days, spread as evenly as practicable throughout that
period.
(c) 15 minutes are allowed for post-flight activities and shall count as duty period.

10.0 Extension of Flying Duty Period by In-flight Relief

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. To take advantage of this facility the division of duty and rest between
crew members must 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 utilized there must be, for the crew members resting, a comfortable reclining
seat, or bunk, separated and screened from the flight deck and passengers.

A total in-flight rest of less than three hours does not allow for the extension of an FDP, but where
the total in-flight rest, which need not be consecutive, is three hours or more, then the permitted
FDP may be extended as follows

If rest is taken in a bunk If rest is taken in a seat

A period equal to one halt the total rest A period equal to one third of the total
taken, provided that the maximum FDP rest taken, provided that the maximum
permissible shall be 18 hours ; 19 hours in FDP permissible shall be 15 hours ; 16
the case of cabin crew hours in the case of cabin crew

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11.0 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 may
be extended by the amounts indicated below.

Consecutive Hours Rest Maximum Extension of the FDP

Less than 3 NIL
A period equal to half the consecutive
3 to 10
hours rest taken

 The rest period shall not include the time allowed for immediate post-flight duties and pre-
flight duties, a minimum total of 30 minutes. The actual time allowed shall be specified by the
Libyan Wings. 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 the rest period is more than 6 consecutive hours,
then suitable accommodation must be provided.

 When rest is taken in the aircraft on the ground, the minimum standards of noise, temperature,
light and ventilation are to be specified in the Operations Manual. Such arrangements will only
be permitted when the crew have adequate control of the temperature and ventilation within
the aircraft, and passengers are not on board

12 Rest Periods

(a) Minimum rest period at home base:

(1) The minimum rest which must be provided before undertaking an FDP starting at home
base shall be at least as long as the preceding duty period, or 12 hours, whichever is
greater
(2) By way of derogation from point (1) the minimum rest provided under point (b) applies if
the Libyan Wings provides suitable accommodation to the crew member at home base.

(b) Minimum rest period away from home base:

The minimum rest which must be provided before undertaking an FDP starting away from
home base shall be at least as long as the preceding duty period, or 11 hours, whichever is
greater. This period shall include an 8-hour sleep opportunity in addition to the time for
travelling and physiological needs. The time allowed for physiological needs should be 1
hour. Consequently, if the travelling time to the suitable accommodation is more than 30
minutes, then the rest period shall be increased by twice the amount of difference of

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travelling time above 30 minutes

(c) Recurrent extended recovery rest periods
To compensate for cumulative fatigue the minimum recurrent extended recovery rest period
shall be 36 hours, including 2 local nights, and in any case the time between the end of one
recurrent extended recovery rest period and the start of the next extended recovery rest
period shall not be more than 168 hours. The recurrent extended recovery rest period shall
be increased to 2 local days twice every month.
(d) Disruptive Schedules

(1) If a transition from a late finish/night duty to an early start is planned at home base, the
rest period between the 2 FDPs includes 1 local night.

(2) If a crew member performs a maximum of 3 night duties, early starts or late finishes
between 2 extended recovery rest periods as defined in (c), the second extended recovery
rest period is extended to 60 hours.
(e) Time Zone Difference
(1) Time zone differences are compensated by additional rest, as follows:
(i) At home base, if a rotation involves a 4-hour time difference or more, the minimum rest is
as specified in the following table.

13 Minimum Local Night of Rest at Home Base to Compensate for Time Zone Difference

Maximum time difference Time elapsed(h) since reporting for the first FDP in a rotation
(h) between reference involving at least 4 hour time difference to the reference time
time and local time where
a crew member rests
during a rotation
< 48 48 – 71:59 72 – 95:59 ≥96
≤6 2 2 3 3
≤9 2 3 3 4
≤12 2 3 4 5

(ii) Away from home base, if the FDP involves a 4-hour time difference or more, the minimum rest
following that FDP is at least as long as the preceding duty period, or 14 hours plus 30 minutes
per time zone crossed, whichever is greater.

(2) In case of an Eastward-Westward or Westward-Eastward transition, at least 3 local nights of rest

at home base are provided between alternating rotations that involve a 4-hour time difference or
more in either direction.

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14 Days Off

Wherever possible and if required by the crew member, days off should be taken in the
 home environment.

 A single day off shall include 2 local nights, and shall be of at least 34 hours duration

 A planned rest period may be included as part of a day off

 Crew members shall

a) not be on duty more than 7 consecutive days between days off, but may be positioned to
the usual operating base on the eighth day, provided they are then allocated at least 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.

15.0 Absolute Limits on Flying Hours

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

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 a flight crew member on any
subsequent sectors during that day); or

b) during the period of 12 months, expiring at the end of the previous month exceeds 900
hours

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16.0. Rules Relating to Cabin Crew/ attendant

.
 The requirements detailed in this paragraph shall be applicable to all cabin crew employed as
crew members

 The limitations which shall be applied to cabin crew are those applicable to flight crew members
and with the following differences:
a) A flying duty period can be 1 hour longer than that permitted for flight crew. The FDP and
limits set on early starts for cabin crew shall 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;
ii) 11 hours; whichever is the greater
c) The combined sum of standby time and subsequent FDP can be 1 hour longer than that
permitted to flight crew.
d) The maximum duty hours for cabin crew shall not exceed:
e) The annual and 28 day limits on flying hours pertaining to flight crew need not be applied.
f) The limits relating to two pilot flight crew long range operations do not apply.
.
17.0 Records of Home Base , Flight Times, Duty and Rest Periods

LWA shall maintain, for a period of 24 months:

(a) Individual records for each crew member including:
- Flight times;
- Start, duration and end of each duty period and FDP;
- Rest periods and days free of all duties; and
- Assigned home base;

(b) Reports on extended flight duty periods.

Upon request, LWA shall provide copies of individual records of flight times, duty periods and rest
periods to:
- The crew member concerned; and
- To another Libyan Wings, in relation to a crew member who is or becomes a crew member of the
Libyan Wings concerned

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18.0 Records to be Maintained

Records for the duty and rest periods of all flying staff must be kept. These records 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.
With the agreement of the LYCAA, Libyan Wings employing more than 100 cabin crew need
only record the information required above for a percentage of cabin crew. The size of the
percentage and the rate of sampling will be agreed by the assigned Inspector and the Libyan
Wings.

For each flight crew member: Daily and 7 consecutive day flying hours. Records shall be
preserved for at least 12 calendar months from the date of the last relevant entry.

. Additionally, Libyan Wings shall retain all aircraft commanders' discretion reports of extended
flying duty periods, extended flying hours, and reduced rest periods for a period of at least six
months after the event.

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Table of Contents

8 OPERATING PROCEDURES.....................................................................................12
8.1 FLIGHT PREPARATION INSTRUCTIONS ..........................................................12
8.1.1 VFR Flights ...............................................................................16
[Link] Minimum Altitudes Definition .....................................................16
[Link] IFR Flights .................................................................................16
[Link] Minimum flight Altitudes Corrections.........................................17
[Link] Presentation and Application of MF..........................................19
8.1.2 Criteria and Responsibilities for the Authorization of the use of
Aerodromes Taking into Account the Applicable Requirement of
OPS 1, Subparts D, E, F, G, H, I and J .....................................20
[Link] Adequate Aerodrome .................................................................. 20
[Link] Usable Aerodrome .....................................................................22
[Link] Aircraft Performance ..................................................................22
[Link].1 Requirements for Each Phase of the Flight................................. 23
[Link] Planning Minima.........................................................................29
[Link].1 Planning Minima for Takeoff Aerodrome ...................................29
[Link].2 Planning Minima for a Takeoff Alternates Aerodrome ................30
[Link].3 Planning Minima for Destination Aerodrome (Except Isolated
Destination Aerodrome) .............................................................30
[Link].4 Planning Minima for En-Route and Destination Alternate
Aerodrome and Isolated Destination Aerodrome .......................30
[Link] Selection of Aerodromes ............................................................31
[Link].1 Destination Aerodrome ..............................................................31
[Link].2 Take-Off Alternate Aerodrome ...................................................31
[Link].3 Destination Alternate Aerodrome ...............................................32
[Link] Aerodrome Categories ...............................................................33
[Link].1 Un-categorized Aerodromes ......................................................34
8.1.3 Methods for Establishing Aerodrome Operating Minima ............34
[Link] Airplane Categories....................................................................................... 35
[Link] Conversion of Met Visibility to RVR............................................36
[Link] Take-Off Operating Minima ........................................................37
[Link] Approach Operating Minima.......................................................39
[Link].1 Non-Precision Approach ............................................................39
[Link].2 Precision Approach: Category I..................................................43

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[Link].3 Precision Approach: Category II................................................45

[Link].4 Precision Approach: Category III...............................................45
[Link].5 Effect of Failed or Downgraded Ground Equipment ..................45
[Link].6 Visual Maneuvering (Circling) ...................................................45
[Link]-Route Operating Minima for VFR Flights .......................................45
8.1.5. Presentation and Application of Aerodrome and En-Route Operating
Minima.......................................................................................47
[Link] Minima Increment for New Commanders ..................................47
[Link] Co-Pilots Take-Off and Landing ................................................47
8.1.6Interpretation of Meteorological Information .........................................47
8.1.7Determination of the Quantities of Fuel, Oil and Water Methanol Carried
..................................................................................................49
[Link] Fuel Policy.................................................................................49
[Link].1 Fuel Definitions .........................................................................50
[Link].2 Fuel Planning ............................................................................53
[Link] Oil Requirement ........................................................................57
[Link] Water Methanol Requirement ...................................................57
[Link] Fuel And Oil Records ................................................................. 57
8.1.8 Mass And Centre Of Gravity........................................................ 57
[Link] Definitions .................................................................................57
[Link] Preparation And Acceptance of Mass and Centre of Gravity
Calculations…………………………………………………..……..57
[Link].1 Mass and Balance Documentation Contents ............................58
[Link] Policy for Using Standard and/or Actual Masses ......................58
[Link] Passenger, Baggage and Cargo Mass .....................................59
[Link].1 Passenger Classification ...........................................................59
[Link].2 Passengers and Baggage .........................................................59
8 .1.8.5 Verification of Mass and Balance Documentation ....................61
[Link] Last Minute Changes (LMC) Procedures ..................................62
[Link] Specific Gravity of Fuel and Oil .................................................62
[Link] Seating Policy and Procedures .................................................63
[Link].1 Policy ........................................................................................63
[Link].2 Boarding Procedure ..................................................................63
[Link].3 “Forced” Seating Procedure ........................................................63
8.1.9 ATS Flight Plan..........................................................................64

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[Link] Submission of ATS Flight Plan..................................................64

[Link] Commander’s Responsibility .....................................................64
[Link] Completion of the Flight Plan ....................................................65
8.1.10 Operational Flight Plan ....... ....................................................65
[Link] Common Features ....................................................................65
[Link] Contents of the Operational Flight Plan ....................................66
[Link] Use of the Operational Flight Plan ............................................67
8.1.11 LY’s Airplane Technical Logbook ............................................67
[Link] Cabin Logbook ..........................................................................67
[Link] Acceptable Deferred Defect Sheet (ADD) .................................68
8.1.12 List of Documents, Forms and Additional Information to be carried... 68
[Link] Aircraft Documents, Manual and Information to be carried…...69
[Link].A Information to be retained on ground……………………………69
[Link] Crew Documents.......................................................................69
[Link] Operations Manual ....................................................................70
[Link] Flight Specific Documentation ...................................................70
[Link] Others .......................................................................................71
[Link] Production of Documentation and Records............................... 71
[Link] Information Retained on the Ground .........................................71
8.2 Ground Handling Instructions .............................................................72
8.2.1 Fuelling Procedures..................................................................72
[Link] Approved Fuels .........................................................................72
[Link] Responsibility ............................................................................72
[Link] Supervision of Tanker and Fuel Check ...................................73
[Link] Method to Check Refueling .......................................................73
[Link] Tanker........................................................................................73
[Link] Precautions with Mixed Fuels....................................................74
[Link].1 Safety Precautions.....................................................................74
[Link].2 Fuel Freezing Point Determination ............................................74
[Link] Aircraft Maintenance Operations during Refueling/Defueling.….75
[Link] Fuelling/Defueling with Passengers Embarking, on Board or
Disembarking ..............................................................................75
[Link] Fuelling / Defueling with Wide-Cut Fuel with Passengers
Embarking, on Board or Disembarking........................................77
8.2.2 Airplane, Passengers and Cargo Handling Procedures Related to
safety........................................................................................77

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[Link] Seat Allocation Procedures .........................................................78

[Link].1 Multiple Occupancy of Passenger Seats .....................................80
[Link] Passengers .................................................................................80
[Link].1 General Definition........................................................................80
[Link].2 Special Passengers.....................................................................82
[Link].3 Inadmissible Passenger (INAD) ..................................................86
[Link].4 Accompanied Deportees (DEPA) / Unaccompanied Deportees
(DEPU) ........................................................................................87
[Link].5 Persons In Custody / Detainees ..................................................88
[Link].6 Voluntary Departing Aliens (VDAL) .............................................89
[Link] Permissible Size and Weight of Hand Baggage ..........................90
[Link] Loading and Securing of Items in the Airplane............................90
[Link].1 Baggage Loading ........................................................................92
[Link] Special Loads and Classification of Load Compartments ...........92
[Link].1 Live Animals ................................................................................92
[Link].2 Human Remains (HUM) ..............................................................93
[Link] Positioning of Ground Equipment................................................94
[Link] Operation of Airplane Doors........................................................94
[Link].1 General .......................................................................................94
[Link].2 Cabin Doors ................................................................................94
[Link].3 Compartment Doors ....................................................................96
[Link].4 Aircraft Handling In Strong Winds And / Or Heavy Rain Falls . ....96
[Link].5 Cockpit Reinforced Doors Cockpit Reinforced Doors and Cockpit
Door Surveillance System Operation ..........................................96
[Link] SAFETY ON THE RAMP
[Link].1 General .......................................................................................99
[Link].2 Post Flight Marshalling .................................................................. 99
[Link] Start-up, Ramp Departure and Arrival Procedures Including Push-
Back and Towing Operations ......................................................99
[Link].1 General .......................................................................................99
[Link].2 Taxing .........................................................................................100
[Link].3 Runway Incursion Prevention Procedures ..................................100
[Link] Servicing of Airplanes ..............................................................101
[Link] Documents and Forms for Airplane Handling ..........................101
[Link].1 General .......................................................................................101
[Link].2 Information Retained on the Ground ...........................................102

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[Link].3 Records To Be Filled ...................................................................102

8.2.3Procedures For The Refusal Of Embarkation.......................................102
[Link] Unruly/disruptive Passengers......................................................103
[Link].1 Policy...........................................................................................103
[Link].3 Legal Aspects..............................................................................105
[Link].3 Assault by Passenger on Crew Members ...................................106
[Link].4 Handling Procedures for Unruly Passengers ..............................107
[Link].5 Ground Procedures For Handling Of Unruly Passengers ...................... 112
8.2.4 De-icing and Anti-Icing on the Ground.................................................114
[Link] Responsibilities ...........................................................................114
[Link] General .......................................................................................114
[Link] Icing Conditions...........................................................................115
[Link] Ground Precautions ....................................................................115
[Link] Definitions ...................................................................................116
[Link].1 Hoarfrost .....................................................................................116
[Link].2 Thin Hoarfrost..............................................................................116
[Link].3 Rime ............................................................................................116
[Link].4 Glaze Ice or Rain Ice ...................................................................116
[Link].5 Snow ...........................................................................................116
[Link] Removal of Frost, Ice or Snow ....................................................117
[Link] De-Icing/Anti-Icing .......................................................................117
[Link].1 Fluid Types..................................................................................118
[Link] Hold Over Times (HOT) ..............................................................123
[Link].1 Hot Water De-icing ......................................................................123
[Link] Responsibility ..............................................................................123
[Link].1 Maintenance................................................................................123
[Link].2 Commander.................................................................................124
[Link].3 Station Manager ..........................................................................124
[Link].4 Ground Staff ................................................................................124
[Link] Centralized De-icing ....................................................................125
[Link].1 Aircraft De-iced Certification........................................................125
[Link].2 Delayed Take-Off ........................................................................125
8.3 FLIGHT PROCEDURES....................................................................126
8.3.1 VFR/IFR Policy ....................................................................................126

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[Link] Restrictions on Acceptance of VMC Clearances .........................126

[Link] Visual Approaches ......................................................................127
[Link] Change from IFR To VFR ...........................................................128
[Link] Simulated Abnormal Situations in Flight ......................................128
[Link] In-Flight Fuel Management .........................................................129
[Link] Meteorological Conditions / Minima.............................................129
[Link] Instrument Departure and Approach Procedures ........................129
[Link] Take-Off Conditions ....................................................................130
[Link] Commencement and Continuation of an Approach.....................130
[Link].1 Co-pilot Landing Restriction ........................................................132
[Link] Noise Abatement Procedure .......................................................132
[Link].1 Take-Off ......................................................................................132
[Link].2 Approach and Landing ................................................................ 133
[Link].3 Limitations of Noise Abatement Procedures ............................... 134
8.3.2 Navigation Procedures ...............................................................134
[Link] Standard Navigation Procedures.................................................135
[Link].1 Take-Off and Climb .....................................................................136
[Link].2 Positioning to Final Approach......................................................136
[Link].3 Descent and Approach ................................................................ 137
[Link].4 Stabilized Approach ....................................................................137
[Link].5 Standard Procedure for Non Precision Approach (NPA) .............138
[Link].6 Threshold Crossing Height ..........................................................138
[Link].7 Missed Approach.........................................................................138
[Link] MNPS and Polar Navigation........................................................139
[Link] RNAV ..........................................................................................139
[Link].1 RNP 5 (B-RNAV) Operations Procedures ...................................139
[Link].2 RNP 1 (P-RNAV) Operations Procedures ...................................139
[Link].3 RNP-10 Operations Procedures..................................................139
[Link] In-flight Re-planning ....................................................................139
[Link].1 Diversion .....................................................................................141
[Link].2 ATC Clearance............................................................................141
[Link].3 Cabin Crew and Passengers Information ....................................141
[Link].4 Notifying Company ......................................................................141
[Link].5 Crew Responsibility After Landing...............................................141
[Link] Sys

tem Degradation Procedures.................................................142

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[Link].1 Abnormal and Emergency Events ...............................................142

[Link].2 Engine Failure .............................................................................142
[Link].3 Uncontrollable Loss of Cabin Pressurization ............................... 143
[Link].4 Downgrading of Ground Equipment ............................................143
[Link] RVSM ..........................................................................................144
[Link].1 Aircraft Equipment for RVSM Operations ....................................144
[Link].2 Practices and Procedures for Flights in “RVSM” Area.................144
8.3.3 Altimeter Setting Procedures ...................................................... 144
[Link] Procedures ..................................................................................145
[Link] Altimeter Discrepancies in Flight .................................................145
8.3.4 Altitude Alerting System Procedures ...........................................145
8.3.5 Ground Proximity Warning System and Terrain Avoidance Warning
System ........................................................................................145
[Link] Deactivation.................................................................................146
[Link] Activation.....................................................................................146
8.3.6 Policy and Procedures for the Use of TCAS/ACAS .....................146
[Link] Mode Selection ............................................................................147
[Link] Operating Procedures .................................................................147
[Link] Reporting Requirement ................................................................147
8.3.7 Policy and Procedures for In-Flight Fuel Management................148
[Link] In-Flight Fuel Management Responsibilities................................ 148
[Link] In-Flight Fuel Checks ..................................................................149
[Link] Insufficient Fuel Remaining .........................................................150
[Link].1 Cancellation of the Alternate in Case of Prolonged Holding ........150
[Link] Priority and Emergency Fuel .......................................................151
[Link].1 Priority Fuel .................................................................................151
[Link].2 Emergency Fuel: Urgency Signal ................................................151
[Link].3 N / A……………………………..................................................151
[Link].4 Fuel System Handling .................................................................151
[Link].5 Post Flight ...................................................................................151
8.3.8 Adverse and Potentially Hazardous Atmospheric Conditions ..............152
[Link] Thunderstorms ............................................................................152
[Link].1 SIGMET Warnings ......................................................................152
[Link].2 Thunderstorm Hazards................................................................ 152
[Link].3 Thunderstorm Avoidance - Limitations of Weather Radar ...........155

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[Link].4 Procedures and Flying Techniques .............................................157

[Link].5 Techniques..................................................................................157
[Link].6 Take-Off and Landing Problems..................................................159
[Link] Icing Conditions...........................................................................159
[Link].1 Influence of High Ground on Aircraft Icing...................................160
[Link] Turbulence ..................................................................................161
[Link].1 Anticipate Turbulence..................................................................161
[Link].2 Unanticipated Turbulence ...........................................................162
[Link].3 Cabin Crew Personal safety ........................................................163
[Link].4 Post Turbulence ..........................................................................163
[Link] Winds hear ...................................................................................163
[Link] Jet stream ....................................................................................163
[Link] Operations in Volcanic Ash .........................................................163
[Link].1 Flight ...........................................................................................164
[Link].2 Ground ........................................................................................165
[Link] Heavy Precipitation .....................................................................165
[Link] sandstorms..................................................................................166
[Link] Mountain Waves..........................................................................166
[Link] Significant Temperature Inversions .............................................166
8.3.9 Wake Turbulence...............................................................................168
[Link] Vortex Effects on Aircraft.............................................................168
[Link] Avoidance of Vortices..................................................................168
[Link] Wake Turbulence Categorizations ..............................................169
[Link] Wake Turbulence Separation ......................................................169
[Link] Phraseology. ...............................................................................170
8.3.10 Crew Members at their Stations..................................................170
[Link] Flight Crew Member ....................................................................170
[Link] Augmented Flight Crew Member.................................................172
[Link] Cabin Crew Member ...................................................................172
[Link] Controlled Rest on Flight Deck....................................................172
8.3.11 Use Of safety Belts For Crew And Passengers .................................173
[Link] Flight Crew Members ..................................................................173
[Link] Cabin Crew Members..................................................................173
[Link] Other Persons on Board..............................................................174
8.3.12 Dismissing to Flight Deck .............................................................174

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[Link] Flight Deck Discipline ..................................................................175

[Link] Power to Inspect..........................................................................175
8.3.13 Use of Vacant Crew Seats ................................................................ 175
[Link] Use of Vacant Flight Deck Crew Seats .......................................176
[Link] Use by ID Tickets of Cabin Crew Jump Seats.............................176
8.3.14 Incapacitation of Crew Member .........................................................176
[Link] General .......................................................................................176
[Link] Detection .....................................................................................177
[Link] Dealing with Incapacitation..........................................................178
[Link] Cabin Crew Actions .....................................................................179
[Link] Increment of Landing Minima ......................................................180
[Link] Extra Considerations ...................................................................180
8.3.15 Cabin safety Requirements ............................................................... 180
[Link] General .......................................................................................180
[Link] Pre-Flight.....................................................................................181
[Link] In-flight ........................................................................................182
[Link] Pre-Landing.................................................................................182
[Link] Post Flight ...................................................................................182
[Link] Portable Electronic Device (PED)................................................182
[Link].1 Other Devices..............................................................................183
[Link].2 Requirements ..............................................................................184
[Link].3 Interference .................................................................................184
[Link].4 Notification ..................................................................................185
[Link].7 Passenger Seating Precautions in Case of Emergency Evacuation
.....................................................................................................185
[Link] Procedures During Passenger Embarkation and Disembarkation185
[Link] Passengers Precautions During Refueling/Defueling .................186
[Link] Smoking in Aircraft .......................................................................186
8.3.16 Passenger Briefing Procedures ..........................................................186
[Link] Passenger Information on Board..................................................186
[Link].1 Responsibility for Information .......................................................186
[Link].2 Coordination .................................................................................187
[Link].3 Presentation of Information ..........................................................187
[Link].4 Procedures for Normal Operation.................................................188
[Link].5 Procedures for Irregular Operation ...............................................188

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[Link] Routine Passenger Briefing.........................................................189

[Link].1 Normal Briefings..........................................................................189
[Link].2 Demonstrations ...........................................................................190
[Link] Briefing in Emergency .................................................................190
8.3.17 Procedures for Airplanes operated whenever Required Cosmic or
Solar Radiation Detection Equipment Is Carried .............................191
8.3.18 Policy on the use of autopilot and auto throttle ...............................191
8.3.19 Company’s Procedures and Techniques ........................................191
[Link] Flight Deck Procedures ..................................................................192
[Link].1 Crew Briefing................................................................................192
[Link].2 Onboard .......................................................................................192
[Link].3 During Flight .................................................................................193
[Link].4 After Landing ................................................................................194
[Link].5 Flight Deck safety Procedures......................................................194
[Link] Normal Procedures And Techniques............................................195
[Link].1 General ........................................................................................195
[Link].2. Pre-Flight Procedures ..................................................................195
[Link].3 Take Off .......................................................................................197
[Link].4 Flight Management.......................................................................197
[Link].5 Landing and Go-Around ...............................................................199
[Link].6 After Landing ................................................................................199
[Link] Abnormal / Emergency Procedures and Techniques ....................201
[Link].1 General ......................................................................................201
[Link].2 Abnormal / Emergency Procedures and Communications ........ 202
[Link].3 Catastrophic Situation ............................................................... 202
[Link].4 Detailed Cabin/Cockpit Evacuation Procedures ........................202
[Link] Standard Communication..........................................................202
[Link].1 General .....................................................................................203
[Link].2 Read-back and Reporting .........................................................203
[Link].3 Confirmation of Level Change Instructions................................ 204
[Link].4 SSR Conspicuity (Transponder) Code ......................................204
[Link].5 Clearances ................................................................................204
[Link].6 Infringements ............................................................................205
[Link].7 Communication with Emergency Services ................................ 205
[Link].8 Use Of VHF Comms Radios .....................................................205
[Link].9 Use of HF Comms Radio ..........................................................205
[Link].4.10 Wearing of Earphones ..............................................................206
[Link] Lights ........................................................................................206
[Link].1 Navigation Lights.......................................................................206
[Link].2 Anti-Collision Lights...................................................................206
[Link].3 High-Intensity Lights/Strobe Lights............................................206
[Link].4 Taxi Lights.................................................................................206
[Link].5 Landing and Other External Lights ............................................207
[Link].6 Heat from Flush Set Runway Lights ..........................................207

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8.4 All Weather Operations (AWO)............................................................ 207

8.4.1 CONCEPTS ...............................................................................207
[Link] CAT II………………………………… ...............................................207
[Link] CAT III (Libyan Wings not authorized) ……………………..…….….209
[Link] DECISIN HEIGHT (HD) AND ALERT HEIGHT (AH)……..……...….211
[Link].1 Decision Height definition ……………………………………….……..211
[Link].2 Alert Height definition ……………………………………………….….211
[Link].3 Decision Height and Alert Height concept…………………………….211
[Link] Runway Visual Range …………………………..……………….…….213
[Link].1 RVR definition ………………………………………………...….….…213
[Link].2 RVR concept …………………………………………..…………..……213
[Link].3 Runway Visual Range measurements……………………….…...…..214
[Link] Minimum approach break – off height (MABH )……………………...215
[Link] Operating Minima …………………………………………………..…..215
8.4.2 Flight Crew Procedure ……………………………………………..…..215
[Link] Flight Preparation……………………………………………………..…215
[Link] Approach Preparation…………………………………………….…….216
[Link].1 Aircraft Status …………………………………………………….……..216
[Link].2 Weather ………………………………………..………………….……..216
[Link].3 Approach Ban…………………………..…………………..……..…….216
[Link].4 ATC Calls …………………………..……………………………...…….216
[Link].5 Seat Position.…………………………..………………………….…….216
[Link].6 Use of Landing Lights………………………….………………………..216
[Link].7 CAT II or CAT III Crew Briefing …………………………………….….217
[Link] Approach Procedures …………………………………….…………….217
[Link].1 Task Sharing ……………………………………………….……......….217
[Link].2 Visual Reference …………………………………………….………….224
[Link].2.1 Operations with DH………………………………………….…..…..…224
[Link].2.2 CAT III without DH (Libyan Wings not approved for CAT III without DH..….....224
8.4.2 3.3 Loss of Visual reference……………………………………………….224
[Link].3.1 Operations with DH – Before Touchdown……………………..…….224
[Link].3.2 Operations with and without DH – after touchdown…………...……224
[Link].4 Flight Parameters Deviation Calls…………………………….......…..225
[Link] Failures and Associated Actions …………………………….……….225
[Link].1 General……………………………………………………………….….225
[Link].2 Abnormal Procedures………………………………………….……….226
8.4.3 ATC Procedures …………………..……………………….…………..227
8.4.4 Continuous Monitoring and Auto Land Records …….…………...…228
8.4.5 Practice Low Visibility Approach / Auto Land…………………..…....231
8.5 ETOPS NA……………………………………………………………..……..…..233
8.6 Use of the Minimum Equipment and Configuration Deviation List(s) …...235
8.6.1 Minimum Equipment List (MEL).................................................................235
8.6.2 Configuration Deviation List (CDL) ............................................................237
8.7 Non Revenue Flights......................................................................................237
8.7.1 Training Flights ..........................................................................................237
8.7.2 Test Flights ................................................................................................238
8.7.3 Delivery Flights ..........................................................................................238
8.7.4 Ferry Flights...............................................................................................239

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8.7.5 Demonstration Flights.............................................................................239

8.7.6Positioning Flights ...................................................................................240
8.8 Oxygen Requirements ...............................................................................240
8.8.1 Oxygen Requirements for Flight and Cabin Crew Members ...................241
8.8.2 Oxygen Requirements for Passengers ....................................................242
8.8.3 First Aid Oxygen ......................................................................................242
8.8.4 Crew Protective Breathing Equipment .....................................................243
8.9 Cold Weather Operations ..........................................................................243
8.9.1 General .................................................................................................... 243
8.9.2 Responsibility ..........................................................................................244
8.9.3 Definitions................................................................................................244
8.9.4Cold Weather Operations for A 319..........................................................244
8.10.0 Abnormal and Emergency Procedures…………………………………..245
8.10.1 Task Sharing......................................................... ...........245
8.10.2 Management of Emergency/Abnormal Operations………....245
[Link].1 When an Emergency/Abnormal Situation Is Recognized..…245
[Link] LAND ASAP on ECAM……………………………………..…...245
[Link] Guidance for Decision Making………………………………….245
[Link] Prepare for the Approach – Briefing…………………………...249
[Link] Cabin Crew Communication. ………………… ………………...249
8.10.3 Rejected Take-off……………………….................................250
8.10.4 Engine Failure……………………………………………………...251
[Link] Engine Failure or Fire after V1………………………………......251
[Link] Enroute Engine Failure………………………….………….....….251
8.10.5 Guidance for Bird Strikes………………………………………....251
8.10.6 Emergency Evacuation……………………………………….…...251
8.10.7 Emergency Descent………………………………………….…....253
8.11.0 COVID – 19 OPERATIONS PROCEDURE ……………………………..…..255
8.11.1 Pre-Flight Preparation……………………………………….….. 255
[Link] Crew Briefing…………………………………………………….…255
[Link] Personal Protection Kit…………………………………………...255
[Link] Cabin, Galley and Lavatory Preparation…………………… .…256
[Link].1 Cabin Preparation………………………………………………...256
[Link].2 Galley Preparation…………………………………………….….256
[Link].3 Lavatories Preparation……………………………………….….257
8.11.2 Outstations Procedure………………………………………......257
[Link] Checks-in Process……………………………………………..…257
[Link] Passengers’ Seating…………………………………………..….2 58
[Link] Passengers Boarding………………………………………….....2 58
[Link] Pre-Take off Preparation……………………………………..….259
8.11.3 In-Flight Process………………………………………………..…259
[Link] Cabin Announcement………………………………………..……259
[Link] Catering Service & Disposal………………………………..…...259
[Link] Lavatories……………………………………………………..……260
[Link] Crew Precautionary Guidance……………………………..……260
[Link] On-board Quarantine Measures…………………………..…….261

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8.11.4 Arrival Process………………………………………………...…..2 62

[Link] Passengers Disembarkation and Handling……………...…….262
[Link] Crew Disembarkation………………………………………..……262
[Link] Crew Protective Gear Disposal……………………………..…..262
8.11.5 Cabin Announcement………………………………………..…...2 65

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8 Operating Procedures

8.1 Flight Preparation Instructions

In this subchapter are reported the instructions concerning the flight preparation applicable
to LWA operations. Be informed that flights into and out of uncontrolled airspace and/or
airports are not authorized in LWA. Apart from checking the technical status of the
aircraft, its components airworthiness and its equipment, flight preparation includes:

– The preparation of a Operational Flight Plan (OFP) considering all aspects such
as minimum flight altitudes, routing, weather forecasts for en-route, destination
and alternate airports, fuel planning, … etc.
– The preparation of an ATS = flight plan.
– The preparation of a load and trim sheet.
– The determination of the usability of aerodromes.

This includes the evaluation of possible performance limits () and the calculation of
take-off and landing speeds,

– The relevant MET-briefing, whether by MET documentation, personal MET-

briefing or by a dispatcher (refer to 8.1.3 - 8.1.6),
– A check, special loads such as dangerous/hazardous goods or heavy cargo are
to be carried, and if so whether safety handling instructions are being followed,
– Ensuring that commercial and/or other Company requirements are met,
– A check, de-icing/anti-icing procedures, if necessary, have been carried
out properly
– Ensuring the availability of maps, instrument approach, arrival and departure
charts as required for the intended (IFR or VFR) flights.

Table 8-1
It is LIBYAN WINGS AIRLINES policy that the MEA shall be used as the
minimum altitude for both flight planning and actual flight
execution
The lowest published altitude (or Flight Level)
between radio fixes that meets obstacle clear-
ance
requirements between those fixes and assures
acceptable navigational and radio signal cov-
MEA (Minimum En-Route IFR Altitude) erage.
The MEA applies to the entire width of the air-
way,
segment, or route between radio fixes defend-
ing the
airway, segme

nt, or route.

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The lowest published altitude in effect between

radio
fixes on VOR airways, off-airways routes, or
MOCA (Minimum Obstruction Clear-
ance altitude): route
segments, which meets obstacle clearance re-
quirements
for the entire route segment.
Route MORA values are computed on the basis of
an area extending 10 nm to either side of route center-
line and including a 10 nm radius beyond the radio
fix/reporting point or mileage break defining the route
segment.
MORA (Minimum off-Route Altitude)
Grid MORA is an altitude computed by Jeppesen and
the values are shown within each grid formed by charted
line of latitude and longitude. Figures are shown in
thousands and hundreds of feet (omitting the last two
digits so as to avoid chart congestion).

Table 8-1
MORA values clear all terrain or obstacle elevation
(whichever is highest), by:
•1 000 ft. (300 m) in areas where the highest reference
points are 5 000 ft. (1500 m) MSL, or lower;
• 2 000 ft. (600 m) in areas where the reference points
are above 5 000 ft. (1500 m) MSL.

MSA is the altitude depicted on instrument Approach,

SID or STAR charts and identified as the minimum safe
altitude which provides a 1 000 ft. (300 m) obstacle
clearance within a 25 nm radius (or other value as
MSA (Minimum Safe/Sector Altitude) stated) from the navigational facility upon which the
MSA is predicated. W hen the MSA is divided into sec-
tor, with each sector a different altitude, the altitudes
in these sectors are referred to as “minimum
sector altitudes”.

The lowest MSL altitude at which an IFR air-

craft will be vectored by a radar controller, ex-
cept as authorized for Radar approaches, de-
Minimum Vectoring Altitude partures and missed approaches.
MVA Considerations:
• MVA can be below MSA
• MVA can provide only 1000ft obstruction clearance in
designated mountainous areas.

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Normal Operations
a) Arrival and departure
Except during IFR approach or departure when on track
with published minimum altitude on airport charts, the
minimum altitude must not be lower the Minimum safe
Altitude.

Abnormal Operations
a) Arrival and departure
Minimum Flight Altitudes (MFA)
The most critical phase could be expected during departure
or go-around in case of engine failure. In this case, if
obstacle does not permit the aircraft to proceed following
the extended centre line of the runway used for takeoff or
for the approach, a pre-calculated engine-failure climb out
procedure must be followed by the aircraft.
b) En-route
During flight, the aircraft could be forced to leave from the
actual flight level or altitude for the following reasons: see
note 12 and 13

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8.1.1 VFR Flights

The Company usually does not allow VFR operations for revenue flight. If VFR is required for a
specific flight, an “ad hoc” authorization by the Flight Operations Manager is required. VFR
operations shall not be conducted below 1000 ft. above the ground or water except by
permission from the appropriate Authority. When flying over congested areas of cities,
towns or settlements or over an open-air assembly of persons, VFR flights shall not be
conducted below 2000 ft. (600 m) above the highest obstacle within a radius of 600 meters
from the airplane.
For operations in classified ATS airspace, VFR flights must be conducted in accordance with
table reported into the RM, text manual, rules and regulations section, chapter 2.

[Link] Minimum Altitudes Definition

Except for takeoff and landing no act shall be operated in VFR conditions below 1,000 ft. AGL
provided the terrain or obstacle is not higher than 6,000 ft. Mean Sea Level (MSL ).
If terrain or obstruction is higher than 6,000 ft. MSL. In addition no aircraft shall be operated
under VFR, if weather conditions do not meet criteria for visibility and distance from clouds.

[Link] IFR Flights

When an aircraft is operated for the purpose of commercial air transport, the minimum
altitude/flight level at which it is permitted to fly may be governed by national regulations, air
traffic control requirements or by 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 determine the minimum flight altitude for that route. 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.
LWA will take into account the following factors when establishing minimum flight altitudes:

(1) The accuracy with which the position of the airplane can be determined.
(2) The probable inaccuracies in the indications of the altimeters used.
(3) The characteristics of the terrain (e.g. sudden changes in the elevation) along the
routes or in the areas where operations are to be conducted.
(4) The probability of encountering unfavorable meteorological conditions (e.g. severe
turbulence and descending air currents), and
(5) Possible inaccuracies in aeronautical charts.

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ATC requirements must also be considered when establishing minimum flight altitudes.

• Engine failure.
For engine failure, the net flight path as defined in the AOM must be considered. For airways
operated by LWA in which the minimum flight altitude with one engine inoperative could
be below the required minimum as above specified, specific procedures have been studied
and reported in the appropriate section of the Route Manual.

• For depressurization, it may be necessary to descend below the en-route minimum

altitude determined for normal operation in order to cope with passenger oxygen
requirements. If airways operated by LWA present this kind of situation, a specific
procedure is defined and reported in the appropriate section of the Route Manual.

[Link] . Minimum flight Altitudes Corrections

Pressure Different from Standard

All published safety altitudes in the Route Manual relate to height above mean sea level and
are measured with reference to QNH. Particular care must therefore be taken when
commencing descent in regions of particularly low pressure where terrain clearance is a
concern.

Both altimeters should be momentary set to the regional QNH in order that a cross-check may
be carried out before the altimeter of the flying pilot is returned to standard pressure
(assuming clearance has been given to a nominated flight level).

The difference between the two altimeters should be noted and applied with great care during
the descent to flight level to ensure that no safety height or clearance level is violated.
For quick reference see table 8-2. Temperature Below Standard

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Table 8-2

QNH or
NEAREST CORRECTION
STATION

1050 + 1.000 ft

1045 + 860 ft

1040 + 720 ft

1035 + 590 ft

1030 + 460 ft

1025 + 320 ft

1020 + 180 ft

1015 + 50 ft

1013 --- ------

1010 - 80 ft

1005 - 220 ft

1000 - 380 ft

995 - 510 ft

990 - 630 ft

985 - 780 ft

980 - 920 ft

975 - 1.080 ft

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Adequate allowance to calculated safety altitude must also be made when the Ambient
Temperature on the surface is much lower than Standard. When Ambient Temperature is
lower than Isa, the following additions to safety altitudes must be made:

Lower than Isa -15°C not less than 10%;

Lower than Isa -30°C not less than 20%;
Lower than Isa -50°C not less than 25%.

High Terrain
When flights are conducted within 20 NM of terrain which rises over 2,000 ft., and the selected
cruising altitude or one engine inoperative re-establishing altitude is at or close to calculated
MFA, the MFA must be corrected for wind effect in accordance with the following table:
Furthermore, when mountain waves are forecast, reported or encountered, the MFA must be
further increased when flying over mountainous terrain in order to provide a vertical clearance
over the highest ridge at least equal to the height of the ridge above the surrounding terrain.
Naturally, common sense suggests that it is preferable, when practicable, to avoid such
conditions by choosing an alternate routing, particularly if significant wind shear or turbulence
is forecast.

[Link] Presentation and Application of MF

Table 8-3

WIND ELEVATION of TERRAIN (ft)

SPEED(Kts)
2,000÷8,000 Above 8,000

0÷30 Kts +500 +1,000

31÷50 Kts +1,000 +1,500

51÷70 Kts +1,500 +2,000

Over 70 Kts +2,000 +2,500

It is LWA’s policy to apply the safety altitudes specified in the Route Manual.
Pilots must therefore ensure that they are familiar with and understand the system used by
Route Manual for the designation of safety altitudes and its limitations in area with respect to
route centre line and fixes. Flight altitudes reported in the computerized flight plans are

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calculated with due regards of the above mentioned procedures. In addition, the MORA values
are reported on all LWA computerized flight plans for each leg of the flight.

8.1.2 Criteria and Responsibilities for the Authorization of the use of Aerodromes Taking
into Account the Applicable Requirement of OPS 1, Subparts D, E, F, G, H, I and J

Alternate, departure and destination aerodromes considered to be used for operations must
be adequate for the type of aircraft and operation concerned. To be selected for conducting
an operation they should be “usable” (complying with given weather minima) at the time of
the operation. The term “suitable” is equivalent of “usable” when dealing with ETOPS
operation.

[Link] Adequate Aerodrome

An adequate aerodrome is an aerodrome which the operator considers to be satisfactory,

taking account of the applicable performance requirements and runway characteristics, at the
expected time of use, the aerodrome will be available and equipped with necessary ancillary
service, such as ATS, sufficient lighting, communications, weather reporting, NAV aids and
emergency services.

In particular, an aerodrome is adequate if:

a) The available runway length is sufficient to meet aircraft performance requirements in

accordance with AOM.

b) Rescue and firefighting aerodrome category is compatible with the aircraft (refer to ICAO
Doc 9137-AN/898 – Part 1: Airport Services Manual – Rescue and firefighting) or derogation
is obtain from airport Authority. Table below reports value applicable to LWA

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Table 8-4

Published Aerodrome RFFS Category

Take-off / Destination All Alternate Aerodrome

Aerodrome
AIRCRAFT TYPE
Temporary Temporary
Airplane
Down- grade Down- grade
Category Normally
with Normally with
Available Available
Authorization authorizations

A- 319 6 5 4 4 4

Reduction in RFF Category

• Departure and Destination :
A reduction in RFF category to one below the stated value (two below for all cargo)
for that airplane type is acceptable.
• All Alternate Aerodromes:
A reduction in RFF category to two below the stated value (three below for all cargo) for
that airplane type is acceptable.

Temporary Downgrade with Authorization

• Departure and Destination, a temporary operation to RFF category listed in Table 8-3
is permitted and must be considered exceptional and limited to 72 hours. Permission
must be received from the COO, VPFO, or CPF.
• All Alternate Aerodromes
A temporary operation to RFF category listed in Table 8-4 is permitted and must be
considered exceptional and limited to 72 hours. Permission must be received from the Chief
Pilot Fleets, or his deputy.

Note : Before permitting an operation to a destination aerodrome with an RFF, Category of

below (three below for all cargo) , a risk assessment must be completed.

If during the flight the Commander becomes aware of a Category downgrading, he may
elect to continue or divert. If electing to continue, he may not accept lower than aerodrome
RFF Category 4

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c) The pavement strength should be compatible with the aircraft 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 a derogation is obtained from the airport
Authority.
d) Landing and over-flying permission has been obtained.
e) It can be reached while respecting the rules of the air.
f) The flight crew members have the required qualifications, experience and documentation
including up-to-date approach and aerodrome charts (refer to Operations Manual, part C
for aerodrome documentation).
g) For international flight, police, custom and immigration services are available at the
expected time of use, if necessary.
h) At the expected time of use, the aerodrome is equipped with the necessary ramp handling
facilities (refueling, tow bar, steps, cargo loading, ground power unit, air starter, catering
water services, toilet services etc.)

[Link] Usable Aerodrome

An aerodrome is usable if:

• The aerodrome is adequate for the operation, and
• The meteorological conditions satisfy the planning minima given here after for the
expected landing time and meet the approach, runway and aircraft capabilities and crew
qualifications (associated with meteorological conditions).

[Link] Aircraft Performance

This Manual refers to performance Class A airplanes as prescribed in OPS 1 - Sub Part G. The
performance regulations applicable for Performance Class A airplanes (all jets and all other
airplanes with more than 9 passenger seats or when above 5,7 t) under OPS 1 state as a
basic principle that the flight must be dispatched in such a way that at the start of takeoff or
in any phase of flight the weight of an aircraft, considering expected fuel consumption and
fuel jettison (if available), comply with the requirements and in the event of an engine failure
the airplane can clear all obstacles throughout all phases of the flight by the margins
prescribed by the regulations. Account must be taken of any operational factor, airplane
configuration, environmental conditions and operation of systems which have an adverse
effect on performance.

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[Link].1 Requirements for Each Phase of the Flight

All the requirements listed in this paragraph refer to twin engine aircraft only. Charting
accuracy has been taken into account when assessing compliance with the take-off
requirements.

A) TAKE-OFF
The available runway distances such as TORA (Take-Off Run Available), TODA (Take- Off
Distance Available), ASDA (Accelerate Stop Distance Available) or LDA (Landing Distance
Available) shall not be exceeded.

The Take-off distance must not exceed the TODA with a clearway distance not exceeding half
of the TORA.

Regardless of the mass limits imposed by the available runway length or possible mass limits
caused by obstacles in relation to the Net Flight Path (NFP) and during final climb out, the
mass limits for altitude and temperature (formerly called «WAT-limits») shall not be
exceeded.

The Takeoff performance computations must take also account of the following:

▪ The runway surface condition and the type of runway surface;

▪ The runway slope in the direction of the take-off;
▪ The loss, if any, of runway length due to alignment of the airplane.
▪ In case of wind during take-off and landing, not more than 50% of the headwind
component or not less than 150% of the tailwind component must be used for
calculations.
▪ Whenever the runway is wet or contaminated the required corrections shall be applied.
▪ Only a single value of V1, for the rejected and continued Take-off, will be used.
▪ On a wet or contaminated runway, the take-off weight must not exceed that permitted on a
dry runway under the same conditions.

B) TAKE-OFF OBSTACLE CLEARANCE

The flight path begins at a point 35 ft. above the end of the Take-Off distance and ends at
1,500 ft. above the Take-Off surface (or when the final en-route configuration has been
reached).

The Take-off distance considered is the longest of the following:

▪ 115% of distance with all engines operating from the start of Take-off to the point at which
the airplane is 35ft above the runway or clearway (15ft for wet or contaminated runway).

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▪ The distance from the start of Take off to the point which is 35 ft above runway or clearway
assuming failure of the critical engine occurs at the decision speed for a dry runway.
▪ As above for wet or contaminated runway but the height considered is 15ft.
▪ Obstacles must be cleared by at least 35 ft. vertically.
▪ When calculating the different segments (1st, 2nd, 3rd, 4th) the obstacle data is presented
on the «ICAO type A - Obstacle Chart» as given for the individual runway and airport in the
AIP must be used. As per ICAO annex 4, obstacles on the type A chart must be presented if
they penetrate an obstacle slope of 1,2% to the point beyond which no significant obstacles
exists, but for a maximum distance of 10 Km from the end of the Take-Off distance available.

For compliance with performance regulations all obstacles shall be considered if they are
within 90 m on either side of the extended centre line plus 0.125% the distance from runway
end (the same as 12.5% of the distance D from the end of TODA with the total equal to 90m
+ 0.125D).

For airplanes with a wingspan of less than 60 m (A320 F, etc.) 60 m plus half the wingspan,
plus 0.125 D may be used.

Note: the above described lateral obstacle separation extends up to 300 m, or 600 m if
a turn is scheduled (Engine Out Emergency Turn) when the prescribed
navigational accuracy can be maintained under one engine inoperative
conditions; it extends up to 600 m and 900 m respectively, when the required
accuracy cannot be assured.

This means that an accurate planning of obstacles is possible only up to a maximum of 10

Km. Since the end of the final climb segment may sometimes be positioned beyond the 10
Km distance, other sources must be used to depict any obstacles. ICAO recommends a type C
chart on which all obstacles shall be given within a radius of 45Km around the airport
reference point. Unfortunately this recommendation is only followed occasionally so that this
information/chart is available very rarely. Route Manual charts also do not show all
obstacles. For route requirements track change shall not be allowed up to a height of one
half the wingspan but not less than 50ft.

Table 8-5
AIRCRAFT WINGSPAN HALF WING SPAN MINIMUM HEIGHT FOR TURN

General ------- ------- 50 ft

A 319 47,5 ft 47,5 ft

29m. / 95 ft

In any case up to a height of 400 feet above threshold elevation the bank is limited to

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15°, above 400 feet up to 25° may be scheduled.

For bank of 15° or more, performance deterioration and speed adjustment as specified in
AFM must be considered; vertical separation becomes 50 ft.

The AFM generally provides a climb gradient decrement for a 15° bank turn. For bank angle
of more than 15°, if no information is provided in AFM, the following speed and gradient
corrections must be applied

Special procedures and Authority approval are required for bank angles more than 20°
between 200 and 400 ft and for bank angle more than 30° over 400 ft. The procedure for
climb with one engine failed is taking care of all the above considerations.

When a sufficient number of visually identifiable obstacles and reference points exist and can
ready be seen by the crew a special procedure for maneuvering the aircraft to clear such
obstacles by externally visual reference will be produced. When this procedure is adopted a
dedicated, and clearly identified, takeoff analysis table will be provided and must be used.

A special chart will be provided clearly showing the relevant obstacles and the turning points.
The procedure will also define the limiting meteorological conditions in which the procedure
is permitted, the conditions will be specified in terms of, minimum visibility and cloud cover,
maximum wind, day or night and obstacle lighting.

If the navigational accuracy does not meet the 95% containment level, the width margins
seen above will be increased to 18,5 km (10 nm).

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C) STANDARD INSTRUMENT DEPARTURE ROUTES (SIDS)

SIDs - as published by ATC-Services - is constructed using the procedures outlined under DOC
8168 PANS/OPS.
If no special altitudes/levels are promulgated in the SID, procedures are based on a
2.5% slope plus a safety margin of 0.8% - thus requiring a gradient of 3.3% to be highlighted
in the all engine case.

The 3.3% slope starts at the end of the TODA and extends to the point where the SID
ends, or to the minimum IFR safe altitude.

From the above it is evident that the 3.3% (minimum gradient) must be achieved also in case
of engine failure unless a contingency procedure is prepared by the Operator. If there should
be obstacles in the SID penetrating the 2.5% obstacle identification surface, then a higher
climb gradient than 2.5%+0.8% safety margin will be required.
If the airplane weight would allow a one engine out gradient of at least 3.3% - under the
altitude / temperature conditions -, then a SID could be followed without problems unless
the SID specifies minimum gradients higher than 3.3%.

If either the weight is higher or a higher gradient is required, an escape / contingency

procedure must be developed to allow a safe departure in case of an engine failure.
It is difficult to find maps and charts giving reliable information about obstacles and terrain
elevation.

ICAO type C charts would be a reliable source. Alternatively ICAO VFR charts may be used
although not all obstacles are given.

Published MSA’s (Minimum Sector Altitudes) for the relevant sector(s) may occasionally be
too conservative. From the above it follows that the departure briefing must include a
discussion of the obstacle situation along the SID - eventually an escape procedure (i.e.
EFCOP/emergency turn) should be followed in case of an engine failure considering obstacles
on track guidance aspects.

For airports which special engine failure procedures are published, the SID’s may be followed
only if so allowed within the engine failure procedure.

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D) EN ROUTE / DRIFT DOWN

The SID ends at a point no lower than the MEA, and usually above it. The MEA does not only
provide a 1,000 ft. or 2,000 ft., where applicable, vertical obstacle clearance but usually also
assures the COM / NAV signals are received so as to ensure track guidance.

From the basic performance policy it is evident, that the MEA or MVA (Minimum Vectoring
Altitude) - must be maintainable with one engine out.

It is therefore mandatory, that a drift-down procedure must be developed and observed, in

case the airplane gross weight is such, that the single engine service ceiling should be below
MEA / MVA or MORA (Minimum Off-Route Altitude).

For an en-route/one engine inoperative drift-down the following must also be considered:

• the engine is assumed to fail at the most critical point along the route;
▪ account is taken of the effects of winds on the flight path;
▪ fuel jettisoning, if available, is permitted to an extent consistent with reaching the
aerodrome with the required fuel reserves, if a safe procedure is used.
▪ the net flight path must have a positive gradient at 1500 ft. above the aerodrome where
the landing is assumed to be made after engine failure. In meteorological conditions
requiring the operation of ice protection systems, the effect of their use on the net flight
path must be taken into account.

E) APPROACH / MISSED APPROACH

Unless otherwise indicated in the procedures, missed approach procedures are based on a
minimum gradient of 2.5%. When other than a 2.5% gradient is used this will be indicated on
the instrument approach chart.

2.5% is the gradient as derived from an obstacle slope of 1:40 (or only 1:30 in case of some
regional airports) extending from the runway end upwards.
Since the missed approach point is often located somewhere before the runway, there usually
is an adequate distance to the obstacle surface plane so that the required angle is flatter than
the minimum required 2.5%.

In addition, missed approach is initiated from a height not below 100 ft. (CAT II) or 200 ft. (CAT
I). Airworthiness requirements specify a minimum grade single engine approach gradient for
twin engine airplanes of 2.1% (CAT I and Non Precision) and 2.5% (CAT II and CAT III).

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It is therefore recommended, always to observe the CAT II gradient requirement of 2.5%

unless otherwise specified in the missed approach procedure. The use of an alternative
method must be approved by the Authority.

F) LANDING CONFIGURATION CLIMB

Contrary to all other phases of the flight, the airplane in its final landing configuration (that
means: gear down + flaps for landing) is not expected to demonstrate a one engine out climb
performance.

Also airworthiness requirements only require an all engine climb gradient of 3.2%.
In case of a balked landing, a go around with one engine failed may only be executed when
the height is such as to allow a configuration change from landing climb into approach climb
configuration.

G) LANDING
The landing weight for the estimate time of arrival at destination and/or at any alternate
aerodrome shall be below the Maximum Landing Weight reported in the Operations Manual
Part B and must allow a full stop landing from 50 ft. above threshold.

The limits reported in the OM Part B must be observed also for altitude, temperature,
expected wind and runway slope of the destination /alternate airport. Operational rules
require, that the actual landing distance is factored with 1.67 (60% factor for jets) or 1.43
(70% for prop airplanes) – Required Dry Landing Distance. The 60% / 70% factor applies for
dry runways only.

When dispatching a flight to an aerodrome with reports or forecasts or a combination thereof

indicating that the runway at the estimated time of arrival may be wet, then the Landing
Distance Available (LDA) must be such as to allow a landing with the estimated LW considering
the 60% / 70% factor (Required Dry Landing Distance) plus a 15% factor for a wet runway
(Required Wet Landing Distance = Required Dry Landing Distance times 1.15).

When dispatching a flight to an aerodrome with a runway estimated at time of arrival

contaminated, the landing distance available (LDA) must be at least the Required Wet Landing
Distance or at least 115% of the landing distance determined in accordance with approved
contaminated landing distance data or equivalent, accepted by the Authority, whichever is
greater (Required Contaminated Landing Distance).

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NOTE; A landing distance on wet or contaminated runway shorter than that required above may be
used if the Operations Manual Part B includes specified additional information about landing
distance on wet or contaminated runway.

When in flight and prior to commencing descent, the crew must consider the actual runway
condition for the landing time. For landing with a system failures known before the dispatch,
the available runway length must be at least equal to the Required Dry/Wet/Contaminated
Landing Distance (it depends by the runway condition) multiplied by the coefficient given in
the Operations Manual Part B or MEL.

In case of an aircraft system failure occurring in flight and affecting the landing performance,
the runway length to be considered for landing is the actual landing distance without failure,
multiplied by the landing distance coefficient associated with the failure. The concept of
Required Landing Distance no longer applies.

H) GENERAL NOTE
▪ All type related performance data may be found in the AOM.
▪ Regardless of the AFM / AOM performance data a Take-Off shall not be made on icy
runways (or if friction coefficient is below .20 in one or more point).
▪ same restriction applies to landings as well, unless justified by an emergency situation.
▪ Increased bank angles procedure above limits of the Operations Manual Part B are not
authorized.
▪ Steep approach (4.5° angle or more) are not authorized

[Link] Planning Minima

Only aerodrome adequate for the type(s) of airplane and operation(s) concerned will be
authorized. Planning minima deal with forecast airport weather condition.

[Link].1 Planning Minima for Takeoff Aerodrome

Before commencing a take-off, the Commander will satisfy himself that the RVR or visibility in
the take-off direction is equal to or better than the applicable minimum and, according to the
information available to him, the weather at the airfield of departure, and the condition of
the runway intended to be used should not prevent a safe take-off and departure.

Takeoff minima are reported in the appropriate charts. It must be noted that minima
reported does not constitute authority for their use: aircraft, operator and flight crew
member must be qualified for the type of takeoff minima that has to be satisfied.

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[Link].2 Planning Minima for a Takeoff Alternates Aerodrome

An aerodrome shall only be selected as a takeoff alternate aerodrome when the appropriate
weather reports or forecasts or any combination thereof indicate that, during a period
commencing 1 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 landing minima
specified in the Route Manual. The ceiling must be taken into the account when the only
approaches available are non-precision and/or circling approaches.

Any limitation related to one engine inoperative operations must be taken into account.
Moreover, it is company’s requirement that weather for takeoff alternate minima should
satisfy CAT I minima or better.

[Link].3. Planning Minima for Destination Aerodrome (Except Isolated

Destination Aerodrome)

LWA will only select the destination aerodrome when:

• 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:

➢ RVR/visibility specified in accordance with published planning minima, and

➢ For a non-precision approach or a circling approach, the ceiling at or above
MDH, or
➢ Two destination alternate aerodromes are selected under procedure reported in
OM Part A para [Link].3.

[Link].4 Planning Minima for En-Route and Destination Alternate Aerodrome and
Isolated Destination Aerodrome

LWA will only select an aerodrome for one of those purposes when 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 planning minima reported in table 8-7.

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Table 8-6
TYPE OF APPROACH PLANNING MINIMA

Cat II and III Cat I (Note 1)

Non-precision
Cat I
(Note 1 & 2)

Non-precision
Non-precision (Note 1 & 2)
plus 200 ft/ 1000 m

Circling Circling

Note 1. RVR .
Note 2. The Ceiling must be at or above the MDH.

[Link] Selection of Aerodromes

Since there is no ETOPS approval, no aircraft operated by LWA will fly over a route which
contains a point further from an adequate aerodrome than 60 minutes at the one-engine-
inoperative cruise speed as per AOM.

[Link].1 Destination Aerodrome

An aerodrome may be selected as destination aerodrome for operation if it is adequate for

this operation.

[Link].2 Take-Off Alternate Aerodrome

When performance or meteorological conditions preclude return to departure aerodrome

(weather conditions do not fulfill applicable minima for approach/landing as per paragraph
[Link].2), a takeoff alternate aerodrome must be selected.
This takeoff alternate shall be usable and located within one hour still air flight time at one-
engine inoperative cruising speed (max continuous power speed) in ISA conditions on the
actual takeoff weight. A conservative figure is reported here below:

AIRCRAFT TYPE DISTANCE

A319 300 NM

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[Link].3 . Destination Alternate Aerodrome

At least one destination alternate for each IFR flight must be selected unless:
- All of the following:
• The duration of the planned flight from take-off to landing does not exceed 5 hours,
and
• Two separate runways are available and usable at the destination and appropriate
weather reports or forecasts for the destination aerodrome or any combination thereof,
indicate that, for a period from one hour before until one hour after the expected time
of arrival at destination, the ceiling will be at least
2000 ft. or circling height + 500 ft., whichever is greater, and the visibility will be at least
5 km, and
• The destination aerodrome meets the following operational conditions:
- wind within AOM limits with due consideration of runway conditions.
- No shallow fog.
- No thunderstorm in the vicinity.
- No heavy precipitation with the risk of heavy runway contamination.
- At least braking action medium, no contamination, no untreated sheet ice. or
- The destination is isolated and no adequate destination alternate exists.

Note: A specific authorizations must be obtained by the FOPH before operating on isolated
aerodrome. For definition, refer to introduction chapter. Runways on the same
aerodrome are considered «separate» when there are separate landing surfaces.
These runways may overlay or cross in such a way that if one of the runway is
blocked it will not prevent the planned type of operations on the other runway, each
runway shall a separate approach procedure based on a separate navigation aid.

At least two destination alternates must be selected when the appropriate weather reports
or forecasts for the destination, or any combination thereof, indicate that:
• During a period commencing 1 hour before and ending 1 hour after the estimated time of
arrival the weather conditions will be below the applicable planning minima, or
• When no meteorological information is available.
• If it is not possible to plan the landing on the most favorable runway, in still air, at a
destination aerodrome having where a landing depends upon a specific wind component.
Any required alternate(s) must be specified in the operational flight plan.

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[Link] Aerodrome Categories

Flight Operations Manager or, if delegated, the Fleet Coordinator, shall establish three
different aerodrome categories for the purpose of aerodrome approval and to restrict their
use to qualified Commanders.

All aerodromes considered as potential destinations or alternate aerodromes for scheduled

LWA operations and aerodromes which may be used as in-flight alternates, are categorized in
ascending order of difficulty from category A to category C and are listed in the OM- C

a) Category A
Category A aerodromes are unrestricted to qualified Commanders who have area competency
qualification for the area in which the aerodrome is situated and which satisfies the following
requirements:
• An approved instrument approach procedure.
• At least one runway with no performance limited procedure for takeoff and/or landing.
• Published circling minima not higher than 1,000 ft. AAL, and
• Night operations capability.

b) Category B
Category B aerodrome is an aerodrome which does not satisfy the category A requirements or
which requires extra considerations such as:
• Nonstandard approach aids and/or approach patterns, or
• Unusual local weather conditions, or
• Unusual characteristics or performance limitations, or
• Any other relevant considerations including obstructions, physical layout, lighting etc.

Prior to operating to a category B aerodrome, Commander shall undergo non type-related

instruction or self briefing, available in O.M. Part C, RMS. LTC, TRI and TRE are allowed to
operate on category B aerodrome even if briefing in O.M. is not available.

c) Category C
Category C aerodrome is an aerodrome which requires additional to a category B aerodrome.
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. The instruction
will be certified by LWA
For initial flights to a category C aerodrome, a Training Commander will be designated to
undertake it.

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[Link].1 Un-categorized Aerodromes

In normal circumstances, Commanders may only operate into aerodromes which have been
categorized by LWA and for which required information and Aerodrome Operating Minima
have been provided. In addition, he should have the competence qualification to operate on
that specific aerodrome. A Commander cannot self categorize an aerodrome unless in
emergency.

8.1.3 Methods for Establishing Aerodrome Operating Minima

The term minima refers to the aerodrome weather conditions and defines the minimum
visibility (horizontal and vertical) prescribed for taking off or landing of a civil aircraft to this
particular aerodrome. It must be highlighted the following concepts:
• Aircraft capability given by the Aircraft Flight Manual (AFM) defines the lowest minima for
which the aircraft has been certified.
• Aerodrome operating minima noted on the aerodrome chart are established in accordance
with national authorities of the aerodrome.
• Operator’s minima are the lowest minima that the operator is allowed to use by the
national Authority of the operator on a specified aerodrome.
• Crew minima are the minima that the crew is authorized to operate. They are based upon
the qualification of the flight crew members.

Each aerodrome planned to be used must have an “aerodrome operating minima” that are
not lower than the values given in points below. The method of determination of such minima
has been accepted to the Authority. Such minima shall not be lower than any that may be
established for such aerodromes by the State in which the aerodrome is located, except when
specifically approved by that State. In establishing the aerodrome operating minima which will
apply to any particular operation, the following items must be taken in full account:
1) The type, performance and handling characteristics of the airplane.
2) The composition of the flight crew, their competence and experience.
3) The dimensions and characteristics of the runways which may be selected for use.
4) The adequacy and performance of the available visual and non-visual ground aids.
5) The equipment available on the airplane for the purpose of navigation and/or control of
the flight path, as appropriate, during the take-off, the approach, the flare, the landing,
roll-out and the missed approach.
6) The obstacles in the approach, missed approach and the climb-out areas required for the
execution of contingency procedures and necessary clearance.
7) The obstacle clearance altitude/height for the instrument approach procedures.
8) The means to determine and report meteorological conditions.
9) The flight technique to be used during final approach.
In accordance with all the above, Operator’s operating minima are those specified in the
approved Route Manual. The above sentence does not prohibit in-flight calculation of minima
for a non-planned alternate aerodrome if carried out in accordance with the accepted method.

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The Commander’s, however, can select minima higher than the allowed operating minima if
other factors indicate that the operation cannot be conducted with the required standard of
safety. All approaches shall be flown as stabilized approaches (sap) unless otherwise approved
by the Authority for a particular approach to a particular runway. All non-precision approaches
shall be flown using the continues descent final approaches (CDFA) technique unless
otherwise approved by the Authority for a particular approach to a particular runway.

[Link] Airplane Categories

For minima purposes, airplanes are divided into speed categories based on their nominal
threshold speeds. These are defined as 1.3 times the stalling speed (1.3 Vs) in the landing
configuration or 1.23 times VS1g for EU OPS 25 certified airplanes, at maximum certified
landing mass, the appropriate categorization for the Operator aircraft is:

The five categories are as follow and the particular category for each Operator airplane
type will be stated in the part B for that type.

Table 8 -7
MAXIMUM
SPEEDS FOR
RANGE OF SPEEDS RANGE OF
AIRCRAFT VISUAL
FOR INITIAL FINAL MAXIMUM SPEEDS FOR
APPROACH VAT MANEUVERING
APPROACH APPROACH MISSED APPROACH
CATEGORY (VREF) (CIRCLING)
SPEEDS

Intermediate Final

A <91 90/150 (110*) 70/100 100 100

110

B 120 /180
91 / 120 (140*) 85/130 135 130 150

C 121 / 140 160/240 115/160 180 160 240

D 141 / 165 185/250 130/185 205 185 265

E 166/210 185/250 155/230 240 230 275

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[Link] Conversion of Met Visibility to RVR

The required RVR for each instrument approach procedure is shown next to the DH or
MDH on charts. For aerodromes and runways where RVR is not measured and
reported to pilots, LWA will specify the minimum reported visibility below which an
approach to land is not commenced or continued.

On runways where it is not reported, or when reporting methods are inoperative, the
available meteorological visibility should be converted to an equivalent RVR value.
Where a State uses meteorological visibility as opposed to RVR in specifying its
minima, the meteorological visibility must not be factored. The meteorological visibility
must not be factored when calculating Take-off minima. The meteorological visibility
must not be factored when a reported RVR is available.

Table 8-8

CONVERSION of VISIBILITY to RVR

Lighting Elements in Operation DAY NIGHT

RVR = Reported Meteorological

Visibility x

High Intensity Approach and Runway Lighting 1.5 2.0

Any Type of Lighting Installation other than Above 1.0 1.5

No Lighting 1.0 Not Applicable

Note:
If an RVR is reported as being above the maximum value assessed by airports operators
i.e. “RVR more than 1500 m.”, it is not considered to be a reported RVR. In this contest
the conversion table may be used.
The meteorological visibility must not be factored for CAT 2/3 operation.

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[Link] Take-Off Operating Minima

a) General

(i) Take-off minima must be expressed as visibility or RVR limits, taking into
account all relevant factors for each aerodrome planned to be used and the
airplane characteristics. Where there is a specific need to see and avoid
obstacles on departure and/or for a forced landing, additional conditions
(e.g. ceiling) must be specified.

(ii) Minima used in LWA operation are those contained in Route Manuals.

(iii)The Commander shall not commence take-off unless the weather conditions
at the aerodrome of departure are equal to or better than applicable minima
for landing at that aerodrome unless a suitable take-off alternate aerodrome is
available.

(iv) When the reported meteorological visibility is below that required for
take-off and RVR is not reported, a take-off may only be commenced if
the Commander can determine that the RVR/visibility along the take-off
runway is equal to or better than the required minimum.

(v) When no reported meteorological visibility or RVR is available, a take-off

may only be commenced if the Commander can determine that the
RVR/visibility along the take-off runway is equal to or better than the
required minimum.

b) Visual Reference Take-off minima selected ensures sufficient guidance to

control the airplane in the event of a discontinued take-off in adverse
circumstances and/or a continued take-off after a failure of the critical
power unit. Required RVR/Visibility for take-off is published on Route
Manual , since the aircraft performances have to guarantee the establish
safe margins, pilots must be sure that the published minima are in
accordance with the following table 8 - 9.

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Table 8-9

TAKE/OFF MINIMA

Facilities RVR/VIS

Runway edge and centerline lighting RVR 150m for CAT A, B, C

and multiple RVR information (****) airplane

RVR 200 m for CAT A, B, C

Runway edge and centerline lighting airplane
Applicable for
Runway edge lighting or centerline RVR 250 m for CAT A,B,C performance class A
lightings (*) airplane airplane only (**)

No facilities (day only) Controlled RVR 500 m

airports with published SID’s

VFR airports with a control zone

whose upper limits coincide or VIS 1,500 m plus the requirement to keep clear of
penetrate a TMA or another clouds until IFR clearance becomes effective (***)
controlled airspace to allow a
controlled flight after Take Off

VIS 3,000 m /1,500 ft. ceiling

VFR airports without a control zone VMC must be maintainable until IFR clearance
becomes effective

(*) For night operations at least runway edge and runway end identifier / stop
lights are required and must be «ON».
(**) Not to be confused with Aircraft Approach category.
(***) If the appropriate ATS Authority permits flights with VIS less than 5,000 m.
(****) A Take-Off minimum at 125 m RVR (CAT A, B, C) airplane may be used, if so
approved by the Authority and LVP are in force at departing aerodrome.
Note:

• If not available value representative of the initial part of the take-off run can
be replaced by pilot assessment;
• The required RVR value must be achieved for all the relevant RVR reporting points

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with exception given above. In accordance with ICAO regulation and Operations Manual,
part C, when the RVR/Visibility is below 200 m for Category B, C airplanes for
“multiple RVR information” must be intended:
- Touch Down Zone, Mid-Runway and Stop-End /Roll-Out RVR.
- The Conversion of Visibility to RVR does not apply for takeoff.

WARNING Even if multiple RVR information are not required when RVR/Visibility is at or
above 200/m, if multiple RVR reading information are available and below
minima, take off is not allowed.

C ) No Takeoff Minima Available Where no Take-Off Minima are provided, they may be
calculated by extracting the necessary runway lighting or marking information from the
Route Manual and consulting the previously seen table - 8.9.
[Link] Approach Operating Minima
[Link].1 Non-Precision Approach

• System minima
• Minima used in LWA operation are those contained in Company Route Manual.
• System minima for non-precision approach procedures, which are based upon the use
of ILS without glide-path (LLZ only), VOR, NDB, SRA and VDF must not be lower than
the MDH values given in Table below.
• These heights are above TDZE where this is available otherwise above runway
elevation.
• System minima for non-precision approach aids:

Table 8-10

System Minima

Facility Lowest MDH

ILS (no glide path – LLZ) 250 ft
SRA (terminating at ½ NM) 250 ft
SRA (terminating at 1 NM) 300 ft
SRA (terminating at 2 NM) 350 ft
VOR
300 ft
VOR/DME
250 ft
NDB 300 ft
VDF (QDM & QGH) 300 ft

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• Minimum Descent Height.

The minimum descent height for a non-precision approach must not be lower than either:
• The OCH/OCL for the category of airplane; or
• The system minimum.

• Visual Reference.

A pilot may not continue an approach below MDA/MDH unless at least one of the following visual
references for the intended runway is distinctly visible and identifiable to the pilot:

• Elements of the approach light system.

• The threshold.
• The threshold markings.
• The threshold lights.
• The threshold identification lights.
• The visual glide slope indicator.
• The touchdown zone or touchdown zone markings.
• The touchdown zone lights.
• Runway edge lights; or

Other visual references accepted by the Authority.

• Required RVR.

TDZ RVR is required for a Non Precision Approach. If TDZ RVR is not available, MID RVR
report can be used. The lowest minima to be used by an operator for non-precision approaches are:

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RVR FOR NON-PRECISION APPROACH

Table 8-11
RVR (m) REQUIREMENTs for NON PRECISION APPROACH

FULL FACILITIES INTERMEDIATE FACILITIES BASIC FACILITIES NIL APPROACH LIGHT FACILITIES
MDH

Cat. Cat. Cat.

Cat. A Cat. B Cat. C Cat. A Cat. B Cat. C Cat. A Cat. B Cat. C Cat. A Cat. B Cat. C Cat. D
D D D

250-299 800 800 800 1200 1000 1100 1200 1400 1200 1300 1400 1600 1500 1500 1600 1800

300-449 900 1000 1000 1400 1200 1300 1400 1600 1300 1400 1600 1800 1500 1500 1800 2000

450-649 1000 1200 1200 1600 1400 1500 1600 1800 1500 1500 1800 2000 1500 1500 2000 2000

650+ 1200 1400 1400 1800 1500 1500 1800 2000 1500 1500 2000 2000 1500 1500 2000 2000

FACILITIES REQUIRED

RWY Markings X X X X

Approach
HI/MI: 720 m or More HI/MI: 420÷719 m HI/MI: Less than 420 m ---
Lights

RWY Edge
X X X X or *
Lights

Threshold
X X X X or *
Lights

RWY End Lights X X X X or *

* NO Lights at all for Day-time

Lights must be Serviceable and ON if required
Operations Only

Note:
1) Full facilities comprise runway markings, 720 m or more of HI/MI Approach Lights, Runway
Edge Lights, Threshold Lights and Runway End Lights. Lights must be on.
2) Intermediate facilities comprise runway markings, 420-719m of HI/MI Approach Lights, Runway
Edge Lights, Threshold Lights and Runway End Lights. Lights must be on.
3) Basic facilities comprise runway markings, less than 420 m of HI/MI Approach Lights, any
length of LI Approach Lights, Runway Edge Lights, Threshold Lights, Runway End Lights. Lights
must be on.
4) Nil Approach Light facilities comprise Runway Markings, Runway Edge Lights, Threshold
Lights, Runway End Lights or no lights at all.

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5) The tables are only applicable to conventional approaches with a nominal descent slope of not
greater than 4°.
Greater descent slopes will usually require that visual glide slope guidance (e.g. PAPI)
is also visible at the Minimum Descent Height.
6) The above figures are either reported RVR or met visibility converted to RVR
7) The MDH mentioned in the above table refers to the initial calculation of MDH. When selecting
the associated RVR, there is no need to take account of a rounding up to the nearest 10 ft.
which may be done for operational purposes (e.g. conversion to MDA).
8) Night operations.

For night operations at least runway edge, threshold and runway end lights must be on.
9) Inoperative Components, RVR published for Approach Procedures are based upon full operation
of certain significant components. Higher values will be required if any of these components
become inoperative.
See table for details.

Table 8-12

INOPERATIVE or DOWNGRADED
EFFECT on LANDING MINIMA
COMPONENT

All Approach Lights Use «Basic Facilities» Table

Approach Lights except last 210 m Use «Basic Facilities» Table

Table 8-13
Approach Lights except last 420 m Use «Intermediate Facilities» Table

Use «Basic Facilities» Table Daylight

All Runway Lighting
Operations only

Edge Lights Only daylight operations authorized

If failure of equipment is reported after passing the OM, the approach may be continued at the
Commander's discretion. If, however, the un serviceability is reported at an earlier stage,
reference should be made to this table, which may result in the approach being abandoned.

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[Link].2 Precision Approach: Category I

General.

A Category I operation is a precision instrument approach and landing using ILS, MLS or PAR
facilities and usually with a decision height not lower than 200 ft. and with a runway visual
range not less than 550 m. Exemptions to these minima are specified at next points.

Decision Height.

The decision height to be used for a Category I precision approach must not be lower than:
• The minimum decision height specified in the Aeroplane Flight Manual (AFM) if stated.
• The minimum height to which the precision approach aid can be used without the
required visual reference.
• The OCH/OCL for the category of airplane, or
• 200 ft. above the Runway Touch Down Zone (TDZE).
• Where TDZE is not available, the Aerodrome elevation may be used

Visual Reference.

A pilot may not continue an approach below the Category I decision height, determined
in accordance with sub-paragraph (2) above, unless at least one of the following visual
references for the intended runway is distinctly visible and identifiable to the pilot:
• Elements of the approach light system.
• The threshold.
• The threshold markings.
• The threshold lights.
• The threshold identification lights.
• The visual glide slope indicator.
• The touchdown zone or touchdown zone markings.
• The touchdown zone lights, or
• Runway edge lights.

Required RVR.
TDZ RVR is required for a Cat I Precision Approach. If TDZ RVR is not available, MID RVR
report can be used.

The lowest associated RVR minima to be used are the values taken from the table below
or State minima, whichever is higher.

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Table 8-14

RVR (m) REQUIRED for CAT I APPROACHS

DH (ft) FULL INTERMEDIATE BASIC NIL

200
550 700 800 1,000
201÷250
600 700 800 1,000
251÷300
650 800 900 1,200
301+
800 900 1,000 1,200

Note:
• Full facilities comprise Runway Markings, 720 m or more of HI / MI Approach Lights,
Runway Edge Limits, Threshold Lights, End Lights. Lights must be on.
• Intermediate facilities comprise Runway Markings, 420 - 719 m of HI/MI Approach Lights,
Runway Edge Lights, Threshold Lights, End Lights. Lights must be on.
• Basic facilities comprise Runway Markings, less than 420 m of HI/MI Approach
Lights, Runway Edge, Threshold Lights, End lights. Lights must be on.
• Nil Approach Light facilities comprise Runway Markings, Runway Edge, Threshold and End
Lights or no lights at all.
• The RVR values are either as reported or met visibility converted).
• The above figures are only applicable to conventional approaches with a slope not
exceeding 4°.
• The DH mentioned in table above refers to the initial calculation of DH.
When selecting the associated RVR, there is no need to take account of a
«rounding up» to the nearest ten feet, which may be done for operational purposes, e.g.
conversion to decision altitude (DA).
• For night operations at least Runway Edge Lights, Threshold Lights and
Runway End Lights must be on.

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[Link].3 Precision Approach: Category II

N/A
[Link].4 Precision Approach: Category II
N/A

[Link].5 Effect of Failed or Downgraded Ground Equipment

N/A

[Link].6 Visual Maneuvering (Circling)

Visual maneuvering (circling) is the term used to describe the visual phase of an instrument
approach required to position an aircraft for landing on a runway which is not suitably located
for straight-in approach. In details, circling minima must be used in any of the following
condition:

• when a facility is not aligned within 15° of the centre-line of the landing runway.
• when an instrument let down (cloud break) procedure is made for the purpose of landing
on a runway other than that directly served by the approach aid being used.
• when making a purely visual approach, either straight-in or circling at an airfield at which,
for any reason, an approach aid is not being used.
• when making a visual circuit following an overshoot from an instrument or purely visual
approach.

The minimum MDH and visibility which required for visual maneuvering are published in the
OM Part C, but not below values given below.

Table 8-15
AIRCRAFT CATEGORY MDH (ft) VISIBILITY (m)

A319 C 600 2400

8.1.4 .En-Route Operating Minima for VFR Flights

VFR flights are generally not allowed except when authorized by the Flight Operations
Manager. When authorized, VFR flights shall be conducted in accordance with the Visual Flight
Rules and in accordance with the table below reported.

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Table 8-16

ABCD
Airspace
E (note) FG
Class

At and below 900m

Above 900m (3000ft) AMSL or
(3000ft) AMSL or 300m
above 300m (1000ft) above
(1000ft) above terrain,
terrain whichever is the higher
whichever is the higher

Distance 1500m horizontal Clear of cloud and in sight

from cloud 300m (1000ft) vertically of the surface

8km at and above 3050m (10000ft) AMSL

Flight (note2) 5km (note3)
visibility
5km below 3050m (10000ft) AMSL

Note 1: VMC Minima for class A airspace are included for guidance but do not imply acceptance of
VFR flights in class A Airspace.
Note 2: when the height of the transition altitude is lower than 3050m (10000ft) AMSL, FL100
should be used in lieu of 10000ft
Note 3: Cat A and B airplanes may be operated in flight visibilities down to 3000m, provided the
appropriate ATS authority permits use of a flight visibility less than 5 km, and the
circumstances are such, that the probability of encounters with other traffic is low, and
the IAS is 140kts or less.

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8.1.5 Presentation and Application of Aerodrome and En-Route Operating

Minima

Aerodrome and en-route operating minima for each departure, destination or alternate
aerodrome can be found in the Route Manual. These minima take into account any
increment to the specified values imposed by the States. Operating minima depicted in the
Route Manual must be used as long as they do not conflict with the basic minima presented
at paragraph 8.1.3 and 8.1.4. Furthermore, the operating minima are applicable if:

• the ground equipment shown on the respective chart required for the intended
procedure is operative.
• the airplane systems required for the type of approach are operative.
• the required airplane performance criteria are met.
• the crew is qualified accordingly.

Concerning flight crew qualification, the following paragraphs must be noted.

[Link] Minima Increment for New Commanders

Until a Commander has successfully completed his first periodic check following his initial
clearance for Line Operations as a Commander (6 months) the following limitations will
apply:
- LVTO and CAT II and CAT III operations are not allowed.
- Take-off: RVR / VIS + 200 m (but not less than 400 m total – see point “a” above).
- Landing: no limitations (CAT II and CAT III not allowed – see point “a” above).

[Link] Co-Pilots Take-Off and Landing

Commanders may permit the Co-pilot to carry out takeoff and landing by day or night (from
the right-hand seat only) providing:

• The runway surface is dry, damp or wet (no slush, snow, ice or standing water), and
• The weather permits at least Cat I operations for landing, or
• The RVR is not below 400m or a combination of poor visibility and cross-wind is not
likely to result in directional control difficulties for takeoff.

8.1.6 Interpretation of Meteorological Information

Refer to Lido RM, General Part , “Meteorology” section. For quick reference, the table
allowing the application of the aerodrome forecast (TAF and trend) for pre-flight planning
purposes has been reported here below.

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Table 8-17
1. APPLICATION OF INITIAL PART OF TAF (for aerodrome planning minima see Para. 8.1.2)

a. Applicable time From the start of the TAF validity period up to the time of applicability of the first subsequent
period:: ‘FM….’ or “BECMG” or, if no ‘FM’ or ‘BECMG’ is given, up to the end of the validity period of the
TAF

b. Application of The prevailing weather conditions forecast in the initial part of the TAF should be fully applied with
forecast: the exception of the mean wind and gusts (and crosswind) which should be applied in accordance
with the policy in the column “BECMG AT and FM in the table below. This may however be overruled
temporally by a “TEMPO” or PROB if applicable acc. to the table below.

2. APPLICATION OF FORECAST FOLLOWING CHANCE INDICATORS IN TAF AND TREND

BECMG (alone), BECMG FM,

FM (alone) BECMG TL
TAF or TREND TEMPO (alone), TEMPO FM, TEMPO PROB
and BECMG BECMG FM…* TL in case of
for AERODR. TL, TEMPO FM…TL, PROB 30/40 (alone) TEMPO
PLANNED AS: AT:

Deterioration Deterioration Improvement Deterioration Deterioration

and

Applicable Applicable Applicable Applicabl

Applicable
from the from the time if below e if below
from the time
time of of start of applicable applicable
of start of
start of change landing landing
change
change minima. minima.
ETOPS
ENRTALT at Mean wind: Mean Mean wind: Mean Mean
earliest/latest Should be wind: Should be wind: wind:
ETA ± 1 HR within required Should be within Should be Should be
limits. within required within within
required limits. required required
limits. limits. limits.

Gusts Gusts Gusts Gusts Gusts

exceeding exceeding exceeding exceeding exceeding
crosswind crosswind crosswind crosswind crosswind
limits should limits limits should limits limits
be fully should be be fully should be should be
applied. fully applied. fully fully
applied. applied. applied.

Note 1: “Required limits” are those contained in the Operations Manual

Note 2: If promulgated aerodrome forecasts do not comply with the requirements of ICAO Annex 3, operators should
ensure that guidance in the application of these reports is provided
* The space following “FM” should always include a time group e.g. “FM 1030”

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

A Commander will only commence a flight when he/she is satisfied that the airplane
carries at least the planned amount of usable fuel and oil to complete the flight safely,
taking into account the expected operating conditions.

[Link] Fuel Policy

In the present paragraph is established the fuel policy for the purpose of flight planning and
in-flight re-planning to ensure that every flight carries sufficient fuel for the planned operation
and reserves to cover deviations from the planned operations. It must be noted that the
planning of flights is at least based upon (A) and (B) below:

• Procedures and data contained in the Operations Manual (data provided by the airplane
manufacturer) or current airplane specific data derived from a fuel consumption
monitoring system.
• The operating conditions under which the flight is to be conducted including:

- Realistic airplane fuel consumption data.

- Anticipated masses.
- Expected meteorological conditions.
- Navigation Services Provider(s) procedures and restrictions.

LWA will provide a Computerized Flight Plan (CFP) that ensures a sufficient amount of fuel
(named Minimum Block Fuel) to complete the flight under normal conditions, taking into
account some reserves to cover for deviations from the planned operation. Before signing the
Technical Log, the Commander must satisfy himself that:

• the quantity is in accordance with procedures depicted in this manual and on the basis of
minimum overall cost.
• the correct type of fuel is on board.
• the fuel has been loaded in accordance with the instructions given.

Nothing in these procedures is intended to be construed as limiting the discretion of the

Commander as to the fuel reasonably required to be carried on any particular flight in order
that it may be safely completed.

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[Link].1 Fuel Definitions

A. Taxi Fuel.
The fuel that is expected to be used prior to Take-Off. Local conditions at the departure
and APU consumption should be taken into account. Standard Company Taxi Fuel is
established as follow:

TYPE OF AIRCRAFT STD TAXY FUEL

A-319 200 kg

Note:
In some aerodromes during planning phase different taxi fuel valves could be used.

B. Trip Fuel.
Which is:

- Fuel for takeoff and climb from aerodrome elevation to the initial cruising
level/ altitude, taking into account the expected departure routing.
- From Top of Climb (TOC) to Top of Descend (TOD), including any step
climb/descend.
- From TOD to the point where the approach is initiated, taking into account the
expected arrival procedures; fuel for approach and landing at destination
aerodrome.

C. Reserve Fuel,
Consisting in:
1. 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

Note:

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n data, deviation from forecast meteorological conditions and deviations from

planned routings and/or cruising levels/altitude.
of Contingency fuel may be used at any time after commencement of the flight.
an Contingency Fuel (CON) it is calculated selecting the higher of a. or b. below:
indi
vid a. Either:
ual i. 5% of the planned trip fuel or, in the event of in flight fuel re planning,
air 5% of the trip fuel for the remainder of the flight.
pla ii. not less than 3% of the planned trip fuel or, in the event of in flight fuel
ne re planning, 3% of the trip fuel for the remainder of the flight, provided
fro an ERA (En Route Alternate) is available (see Note below);
m b. Fuel to fly for 5 minutes at holding speed at 1500 ft. above the destination
the aerodrome in standard conditions.
exp
ect Note: When the minimum fuel for a flight calculated using the normal formula cannot be
ed carried due to limitations, En Route Alternates (ERA) may be nominated to reduce fuel
fue contingencies at 3% of trip fuel from departure to ERA or 5% from Decision Point DP to
l destination.
con The En- Route Alternate (ERA) should be located within a circle having a radius equal to:
20% of the total flight plan distance (TFD), the centre of which lies on the planned route at a
su
distance from the destination the greater of:
mp • at least 20% of the total flight plan distance (TFD) plus 50 NM.
tio • 25% of the total flight plan distance (TFD
2. Alternate Fuel.
The fuel used for:
a. missed approach from the applicable MDA/DH at destination aerodrome to missed
approach altitude, taking into account the complete missed approach procedures.
b. the climb from missed approach altitude to cruising level/altitude.
c. the cruise from TOC to TOD.
d. descent from TOD to the point where the approach is initiated, taking into account
the expected arrival procedures.
e. executing an approach and landing at destination alternate aerodrome.
If two alternate aerodromes are required the fuel must be sufficient for alternate,
which requires the greater amount of fuel.

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3. Final Reserve Fuel.

The fuel necessary to fly for 30 minutes at the holding speed at 1,500 ft above
aerodrome elevation in standard conditions, calculated with estimated mass on
arrival at the alternate or destination when no alternate is required.
Final Reserve Fuel is also the minimum fuel required to be remaining in the tanks
when landing (Minimum Landing Fuel - MLF).

4. Additional Fuel.
The fuel required by the type of operation which will ensure that:
a) following the possible failure of a power unit or loss of pressurization, based on
the assumption that such a failure occurs at the most critical point along the
route the fuel is sufficient to:
• Descent as necessary and proceed to an adequate aerodrome; and
• hold 15 minutes, at 1,500 ft. above aerodrome elevation, in standard
conditions, and
• make an approach and landing.
b) when a flight is operated without a destination alternate, additional fuel must be
sufficient for 15 min. holding at 1500 ft. above aerodrome elevation in standard
conditions.
c) any additional fuel decided by Flight Operations Department.

Note: No additional fuel is necessary if the minimum amount of fuel calculated by the
normal method is sufficient for such an event..

• Extra Fuel.
The fuel requested by the Commander. It includes fuel for tanker, for multistage,
for particularly severe weather at destination, anticipated delays at destination or
en-route, Captain discretion, etc.
This fuel should not be carried unless there are sound operational or economic
reasons for doing so, because of the increased fuel consumption

• Minimum Diverting Fuel

It is the sum of Alternate Fuel and Final Reserve Fuel. Represent the minimum fuel
for diversion to alternate.
The MDF may be changed during planning or flying accordingly with a new alternate
chosen. Any change in MDF must be reported on CFP.

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[Link].2 Fuel Planning

Pre-flight Fuel Calculation: Normal Procedure

The pre-flight calculation of usable fuel required for a flight includes:

A. Taxi Fuel.
B. Trip Fuel.
C. Reserve fuel consisting of:
• Contingency fuel.
• Alternate fuel, if a destination alternate is required (this does not preclude selection
of the departure aerodrome as the destination alternate). Usually is Company policy
to plan 2 alternates and fuel calculated for the furthest one. Only 1 alternate or no
alternate may be planned when relevant conditions exist.
• Final reserve fuel.
• Additional fuel, if required by the type of operation.
D. Extra Fuel if required by the Commander.

Pre-flight fuel calculation: Decision Point Procedure (re-clearance)

When planning to a destination aerodrome via a decision point along the route, the amount
of fuel required shall be the greater of greater of A. or B. below:
A. the sum of:
• Taxi fuel.
• Trip Fuel to the destination aerodrome via the Decision Point.
• Contingency Fuel equal to not less than, 5% of the estimated consumption from the
decision point to the destination aerodrome.
• Alternate Fuel, if destination alternate is required.
• Final Reserve Fuel.
• Additional Fuel.
• Extra Fuel, if required by the Commander.
or
B. the sum of:
• Taxi fuel.
• The estimated fuel consumption from the departure aerodrome to a suitable en-route
alternate, via the Decision Point.
• Contingency Fuel equal to not less than 3% of the estimated consumption from the
departure aerodrome to the en-route alternate.
• Final Reserve Fuel.
• Additional Fuel.
• Extra Fuel, if required by the Commander.

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Pre-flight fuel calculation: Isolated Aerodrome Procedure

When the destination aerodrome is isolated for which a destination alternate does not exist,
the amount of fuel at departure should include:

• Taxi fuel.
• Trip fuel.
• Contingency fuel.
• Additional fuel if required, but not less than fuel quantity for two-hours fly at normal
cruise consumption after arriving overhead the destination aerodrome, including final
reserve fuel.
• Extra fuel, if required by the Commander.

Note:

A specific authorizations must be obtained by the Flight Operations Manager before

operating on isolated aerodrome.

Pre-flight fuel calculation: Predetermined Point Procedure

Where the distance between the destination aerodrome and the destination alternate is such
that the flight can only operate if is routed via a predetermined point to one of these
aerodromes, it may be so operated provided the following fuel requirement is satisfied.

The fuel required shall be the greater of A. or B. below:

A. the sum of:

• Taxi Fuel;
• Trip Fuel from the departure aerodrome to the destination aerodrome, via the
predetermined point.
• Contingency Fuel.
• Additional Fuel if required, but not less than the required fuel to fly for two hours at
normal cruise consumption after arriving overhead the destination aerodrome,
including the final reserve fuel.
• Extra fuel, if required by the Commander. or

B. the sum of:

• Taxi Fuel;
• Trip Fuel from the departure aerodrome to the alternate aerodrome, via the
predetermined point.
• Contingency Fuel.
• Additional Fuel if required but not less than the required fuel to fly for 30 minutes at
holding speed at 1,500 ft. above aerodrome elevation in standard conditions, including
final reserve fuel.
• Extra fuel, if required by the Commander

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In-flight re planning fuel procedure

In-flight re-planning procedures for calculating usable fuel required when a flight has to
proceed along a route or to a destination other than originally planned shall include:
A. Trip Fuel for the reaming of the flight.
B. Reserve fuel consisting of:
• Contingency fuel.
• Alternate fuel, if a destination alternate is required (this does not preclude selection of
the departure aerodrome as the destination alternate).
• Final reserve fuel.
• Additional fuel, if required by the type of operation

C. Extra fuel if required by the Commander.

In-flight Fuel Monitoring
It is the Commander's responsibility to manage the flight in such a way that the Operator's
fuel policy is achieved and fuel distribution is in accordance with AOM.
A Commander must ensure that the amount of usable fuel remaining in flight is not less than
the fuel required to proceed to an aerodrome where a safe landing can be made, as prescribed
in the present Operations Manual. The Commander must declare “Priority Fuel” or
“Emergency Fuel” whenever the situation requires that.
Speed Schedule
Recommended speed schedules for LWA are calculated by on-board FMGC using Cost Index
CI or Long Range Cruise LRC reported in OM part B, QRH part 4-11.
Note:
The practice to use Mach Number (MN) higher than normal to recover delay must be carefully
evaluated due to the high cost.
The Commander may use a different speed when in his opinion it is required for better
management of the flight.
Below 10,000ft/FL100 the speed is limited to 250 kt or maneuvering speed. Higher speeds are
not recommended and are only at Commander’s discretion.

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Cruise level
To optimize fuel usage in flight, the following points should be considered:

• operate, when possible, at the semicircular level closest to optimum flight level;
• consider, in RVSM airspace, the 1000ft separation is in force and a change of 2000 ft
sometimes is available;
• step climb only when within 2000 ft. of optimum level (subject to time remaining);
• flight level not closest to the optimum may be requested or accepted for a tactical
reason (such as a higher level to cross the entire ocean for the best overall level).
Fuel consumption in case of engine failure
Fuel consumption in case of engine failure is specified in AOM. It worth noting here as a
general rule that the fuel consumption in a single engine operations is higher than in a two-
engine operations environment for both aerodynamic and maximum flying altitude
downgrade reasons.

Fuel consumption in case of pressurization failure

The amount of fuel in case of pressurization failure is also specified AOM.

[Link] Oil Requirement

While the engine oil contents must obviously be sufficient to cover the same requirements as
for fuel, it will be sufficient for the Commander to ensure, before flight, that the engine oil
quantity has been topped up in accordance with manufacturer’s and LWA maintenance
recommendations and that between flights, no excess oil consumption has taken place.

[Link] Water Methanol Requirement

N/A

[Link] Fuel And Oil Records

Fuel and oil loaded and consumed data will be entered into the Aircraft Technical Log Book
(ATL).

8.1.8 Mass And Centre Of Gravity

In accordance with ICAO Annex 5 and the International System of Units (SI), the actual and
limiting masses of airplanes, the payload and its constituent elements, the fuel load and so
on, are expressed in OPS 1 in units of mass (kg). However, in most approved flight manuals and
other operational documentation, these quantities are published as weights in accordance
with the common language. In the system, a weight is a force rather than a mass. Since the
use of term “weight” does not cause any problem in the day by day handling of airplanes, its
continued use in operational applications and publications is acceptable.

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[Link] Definitions

Refer to chapter 0 of General/Basic.

[Link] Preparation And Acceptance of Mass and Centre of Gravity

Calculations

Criteria for establishing the mass and the centre of gravity of any airplane assigned to LWA
is reported in CAME.
Mass and balance documentation must be established prior to each flight, specifying the load
and its distribution. The mass and balance documentation enables the Commander to
that load and its distribution is such that the mass and balance limits of the airplane are not
exceeded. The person preparing the mass and balance documentation is named on the
document.
The person supervising the loading of the airplane must confirm by signature that the load
and its distribution are in accordance with the mass and balance documentation.

This document must be acceptable to the Commander, his acceptance being indicated by
countersignature since, for the time being, no equivalent methods are authorized. Mass and
balance documentation can be produced either:
- Manually by trained personnel, or
- by computer systems authorized to produce it.

If mass and balance documentation is generated by a computerized mass and balance system,
it means that LWA has verified the integrity of the output data and that the system has
operated correctly on a continuous basis by verifying the output data at intervals not
exceeding 6 months.
For the time being, on board computerized mass and balance systems are not authorized.

[Link].1 Mass and Balance Documentation Contents

The mass and balance documentation must contain the following information:
• The airplane registration and type.
• The flight identification number and date.
• The identity of the Commander and his signature.
• The identity of the person who prepared the document and his/her signature.
• The dry operating mass and the corresponding CG of the airplane.
• The mass of the fuel at take-off and the mass of trip fuel.
• The mass of consumables other than fuel.
• The components of the load including passengers, baggage, freight and ballast.
• The Take-off Mass, Landing Mass and Zero Fuel Mass.

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• The load distribution.

• The applicable airplane CG positions; and
• The limiting mass and CG values.

Omissions from the mass and balance documentation of the above data are not allowed.

[Link] Policy for Using Standard and/or Actual Masses

As a general rule, whenever feasible and available, the actual mass should be used rather than
standard mass values. Since very often this is not possible, especially when dialing with
passengers, in the following paragraphs are reported the standard mass values to be used;
different standard mass values from those reported in the General/Basic are not authorized.
Bearing in mind the above policy, on any flight identified as carrying a significant number of
passengers whose masses, including hand baggage, are expected to exceed the standard
passenger mass, Commander will request to determine the actual mass of such passengers by
weighing or by adding an adequate mass increment.

Moreover, if standard mass values for checked baggage are used and a significant number of
passengers check in baggage that is expected to exceed the standard baggage mass,
Commander will request to determine the actual mass of such baggage by weighing or by
adding an adequate mass increment.

Furthermore, no standard masses for other load items in addition to standard masses for
passengers and checked baggage are allowed.

[Link] Passenger, Baggage and Cargo Mass

The following mass values for crew must be used in order to determine the dry operating
mass:
• Actual masses including any crew baggage, or
• Standard masses, including hand baggage, of 85 Kg for flight crew and 75 Kg for cabin crew
members.

The dry operating mass must be corrected to account for any additional baggage.
The position of this additional baggage must be accounted for when establishing the centre of
gravity of the airplane.

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[Link].1 Passenger Classification

Adults, male and female, are defined as person of an age of 12 years or more at the date of
the beginning of the travel.

Children are defined as persons of an age of two years and above but less than 12 years of
age. Infants are defined as children of less than 2 years, when taking random samples of
passenger masses, shall be weighted together with the accompanying adult.

[Link].2 Passengers and Baggage

The mass of passengers and checked baggage are computed using both the actual weighed
mass of each person and the actual weighed mass of baggage or the standard mass values
specified in Tables.

If determining the actual mass by weighing, passenger’s personal belonging and hand baggage
are included. Such weighing must be conducted immediately prior to boarding and at an
adjacent location.

If determining the mass of passengers using standard mass values, the standard mass values
in Table below must be used. The standard masses include hand baggage and the mass of any
infant carried by an adult on one passenger seat. Infants occupying separate seats must be
considered as children for the purpose of this sub-para.

Mass values for passengers

Where the total number of passenger seats available on an airplane is 20 or more, the
standard masses of male and female are applicable. As an alternative, in cases where the total
Table 8-18
20 and more
PASSENGER SEATS
MALE (Kg) FEMALE (Kg)

Adult all flights 80 80

Children 35 35

Number of passenger seats available is 30 or more, the “All Adult” mass values are applicable.
LWA can utilize both of these methods, even if the second one is usually used.
Holiday charter means a charter flight solely intended as an element of a holiday travel
package.

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The holiday charter mass values apply provided that no more than 5% of passenger seats
installed in the airplane are used for the non-revenue carriage of certain categories of
passengers such as Company Personnel, Tour Operator’s staff, Press representative, etc.

Mass values for checked baggage

When the passenger checked baggage (loaded in the cargo compartment) is not weighed, a
standard baggage weight per item will be used.

The Company Handling Agent must advise the Commander of the method for determining

Table 8-19
TYPE OF FLIGHT BAGGAGE STANDARD MASS (KG)

Domestic NA
Within the European Region 20
Intercontinental 25
All Other 20
Crew baggage 15

The weight of the baggage. On flights carrying exceptionally heavy baggage (i.e. military
personnel or sport teams) the use of standard weight should be carefully evaluated.

The standard masses values given in Table 8-19 are applicable for each piece of checked
baggage.

- Flights within the European region means flights, other than domestic flights, whose origin
and destination are within the area specified the note below reported.
- Intercontinental flight, other than flights within the European region, means a flight with
origin and destination in different continents.

Mass values for cargo

Whenever cargo must be loaded, the real mass value and correct loading position must be
reported to the Commander.

[Link] Verification of Mass and Balance Documentation

Prior to each flight, Mass and Balance documentation specifying the load and its distribution
shall be prepared by either the Operator handling agent or the crew. The correct loading of
the aircraft is the legal responsibility of the Commander.

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He must ensure that the load is distributed in a correct and safe manner and that it is properly
stowed and secured. He must check and sign the load sheet before departure ensuring that:

• The content of mass and balance documentation is in accordance with the following point
[Link].1.
• The number of crew is correct.
• The limiting weight for performance, operational and configuration reasons are correct and
those chosen are the more restrictive.
• The actual takeoff mass, including any Last Minute Changes, corresponds with that
previously estimated for a gross error check and used for planning computations.

[Link] Last Minute Changes (LMC) Procedures

If any last minute change occurs after the completion of the mass and balance documentation,
this must be brought to the attention of the Commander and the last minute change must be
entered on the mass and balance documentation.

Last minute changes to the load and trim-sheet are only permitted if the changes of the load
do not exceed 500 kg of the actual weight. If this number is exceeded, new mass and
balance documentation must be prepared.

The Changes have to be entered into the mass and balance sheet into the «LMC» column and
clearly reported if positive or negative. After the LMC has been entered the Commander shall:

• Make sure that the Traffic Load value is not higher than the under-load predetermined
value.
• Make sure that the new takeoff Mass is not exceeding the maximum allowed one.
• Check again the performances calculations, the Take-Off speeds and the de-rated /flexed
Take-Off power setting.
• Sign on the Mass and Balance documentation for acceptance of LMC.

In exceptional cases (if time does not permit) changes may be relayed to the Commander
via radio or the ground service inter-phone. The Flight Deck Crew and Ground Staff amend
their copies accordingly. The load message sent to the destination must contain the
corrected figures of passengers, cargo, baggage or mail load.

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[Link] Specific Gravity of Fuel and Oil

Table 8-20
Jet fuel JP-1 0.796 Kg/litre (at 15°C)

Jet fuel JP-4 0.760 Kg/litre (at 15°C)

AVGAS 0.710 Kg/litre (at 15°C)

OIL Kg/litre

When entering the mass figures for the takeoff fuel and trip fuel (burn-off) the correct specific
gravity shall be used to convert the volume into the mass value. same applies to any other
fluids, such as oil.

Whenever possible and practicable, the specific gravity of fuel - as obtained from the fuelling
personnel - shall be used.

As this often is not practicable, the following Table 8-20 specific gravity values may be used
if no other values are published in the AOM:

[Link] Seating Policy and Procedures

Seat allocation is made upon check–in on a “first come – first served” basis for all passengers
not holding a reserved or assigned seat.

Since specific seats are used for special passengers, every effort will be made to reserve these
seats to this type of passengers, if presents. For more information, refer to subchapter 8.2.

[Link].1 Policy

As a principle, seat allocation at time of check-in applies on all [Link] allocating seats,
seating restrictions near emergency exits for infants and for some categories of special
passengers must be observed. For details, refer to subchapter 8.2.

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[Link].2 Boarding Procedure

To ensure smooth boarding, passengers must be informed explicitly to occupy their assigned
seats. Passengers and cabin crew members have also to be informed if the flight is declared
“forced seating”.

[Link].3 “Forced” Seating Procedure

It is possible that for many reasons (i.e. change of airplane when check-in and seat selection
has already been in process or agreement with handling agents) no seat assignment is done
before boarding.

In order to cope with mass and centre of gravity necessities, a specific boarding procedure
must be followed, which forces passengers to take specific seats. For this reason, LWA defines
this procedure as “forced” seating procedure, rather than “free” seating procedure. “Forced”
seating procedure is reported in subchapter 8.2.

8.1.9 ATS Flight Plan

[Link] Submission of ATS Flight Plan

An ATS flight plan shall be submitted to the appropriate air traffic services unit for all IFR and
VFR flights within designated areas. A flight plan shall be submitted before departure or,
during flight, unless arrangements have been made for submission of repetitive flight plans,
unless otherwise prescribed by the appropriate ATS authority, a flight plan shall be submitted
at least 60 minutes before departure or, if submitted during flight, at least 10 minutes before
the airplane is estimate to reach:

• the entry point into a control area or advisory area.

• the point of crossing an airway or advisory route.

In normal condition, ATS flight plan is submitted by the Flight Operations department or, if
submitted during flight, by the Commander of the flight.

A Repetitive Flight Plan (RPL) is filed for flights to be operated on regular basis at the same
time and day within a specific period, i.e. winter schedule or summer schedule. RPL is
submitted by the Flight Operations department.

[Link] Commander’s Responsibility

Whichever flight plan is used, the Commander must ensure that ATS flight plan is filed with
the appropriate notice prior to the estimated time of departure.

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Under normal conditions, the ATS unit for the departure/arrival station transmits ATD/ATA to
respective ATS units. Under the following circumstances, the Commander must ensure that
ATD/ATA, as appropriate, is relayed to the relevant ATS unit:

- A VFR flight beginning and/or ending at an aerodrome without ATS service, i.e. aerodrome
without a control zone.
- An IFR flight which departs under VFR from an aerodrome without ATS service.
- An IFR flight which is terminated as a VFR flight at an aerodrome without ATS service.

When co-ordination with an appropriate Air Traffic Service unit has not been possible, in-flight
operational instructions do no relieve a Commander of responsibility for obtaining an
appropriate clearance from an Air Traffic Service unit. If applicable, before making a change in
flight plan.

[Link] Completion of the Flight Plan

Refer to Lido RM, Rules and Regulations Section.

Effect of Delays on ATS Flight Plan

In the event of a delay of 30 minutes (15 minutes if within Euro control area of competence)
in excess of the estimated off-block time (EOBT) for a controlled flight or a delay of 1 hour for
an uncontrolled flight for which a flight plan has been submitted, the flight plan should be
amended or a new flight plan submitted and the old flight plan cancelled, whichever is
applicable.

8.1.10 Operational Flight Plan

A Company operational flight plan will be prepared and completed for every intended flights.
Regulatory documents take care of State Regulations, ICAO Annex and other publications (if
applicable), airworthiness directives and Aeronautical Information Publications. The Company
operational flight plan, usually in a computerized format and presented by authorized Flight
Dispatcher Office personnel, shall be approved with Commander’s signature or his delegated
crew member and a signed copy of the Company operational flight plan must be left on the
ground. A sample of the Operational flight plan format in use in LWA is reported in Appendix
to General/Basic.

[Link] Common Features

When selecting the flight plan route, account should be taken of the following:

• Standard company routes.

• ATS standard routes.
• Air traffic flow management requirements.
• Navigation facilities along the route and equipment on board the airplane.

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• NOTAMS.
• Meteorological conditions.
• Traffic rights.
• Minimum time track.
• Minimum en-route altitude.

When selecting the altitude or flight level, account should be taken of the following:
- Minimum en-route altitude.
- ATC requirements and regulations.

- Economic aspects;
- Meteorological conditions;
- Performance requirements.

When selecting alternate aerodromes, account should be taken of the following:

✓ Meteorological conditions.
✓ Usability (or suitability for ETOPS operations) of alternate aerodrome(s).
✓ Distance.
✓ handling aspects.

[Link] Contents of the Operational Flight Plan

The operational flight plan should contain the following items:

1) Aircraft registration.
2) Aircraft type and variant.
3) Date of flight.
4) Flight identification.
5) Names of flight crew members.
6) Duty assignment to Flight Crew members.
7) Place of departure.
8) Time of departure (actual off-block time, takeoff time).
9) Place of arrival (planned and actual).
10) Time of arrival (actual landing and on-block time).
11) Type of operations (i.e. ETOPS, VFR, Ferry Flight, etc.).
12) Route and route segments with check-points / way-points, distances, time and tracks.
13) Planned cruising speed and flying times between check-points / way-points, estimated
and actual times overhead.
14) Safe altitudes and minimum levels.
15) Planned altitudes and flight levels.
16) Fuel calculations (records of in-flight fuel checks).
17) Fuel on board when starting engines.
18) alternate(s) for destination and, where applicable, takeoff and en-route, including
information required in point (12), (13), (14) and (15) above.

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19) Initial ATS Flight Plan clearance and subsequent re-clearances.

20) In-flight re-planning calculations.
21) Relevant meteorological information.
22) Other information such as hours of flight (block time and air time) or altimeter’s reading
for RVSM requirements.

Items which are ready available in other documentation or from an acceptable source or are
irrelevant to the type of operation may be omitted from the Operational flight plan.

[Link] Use of the Operational Flight Plan

Only one copy of the operational flight plan shall be used as “master copy” on the flight deck.
A waypoint sequence shall be established at the beginning of the flight and reported on the
operational flight plan. The identical sequence shall be used in storing waypoints in the Flight
Management System.

All navigation information appearing on the operational flight plan shall be checked against
the best available prime source data. When an ATC track change is received or the ATC
clearance is otherwise updated, then the re-route portion, or the direct routing to a waypoint
already on the operational flight plan, should be amended on the operational flight plan.
Required checks for specific areas (i.e. RVSM area) must be reported on the operational flight
plan. Initial ATS flight plan clearance and subsequent re-clearance shall be entered on the
operational flight plan.

A fuel consumption log shall be maintained for flight over one hour. Unless otherwise dictate,
Pilot Not Flying (PNF) is in charge on maintenance of the operational flight plan. Updating,
including fuel and time over waypoints as muss as possible. For filling instruction ( See
Chapter 14 Appendix D ).

8.1.11 Airplane Technical Logbook

The airplane 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
airplane to which the airplane technical log applies whilst that airplane is operating between
schedule visits to the base maintenance facility. In addition, it is used for recording operating
information relevant to flight safety and shall contain maintenance data that the operating
crew needs to know. Contents and filling instruction for LWA Airplane Technical Logbook
(ATL) are embedded in the ATL itself. For filling instructions . ( See Chapter 14 Appendix A ).

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[Link] Cabin Logbook

The object of the Cabin Logbook is to enable the reporting and rectification of non
airworthiness defects which would otherwise have been recorded and controlled in the aero
plane’s technical log. Only defects that do not affect airworthiness are to be entered, that is
defects which can be defined as “soft furnishings” which in themselves would not constitute
a hazard. However, consideration must be given to requirements listed in Airworthiness
Notice regarding:
✓ Doors and escape chutes.
✓ Stowage and accessibility of life jackets.
✓ Floor proximity emergency escape path lights.
✓ Flame resistant furnishing materials.
✓ Airplane seats and berths –resistance fire.
✓ Cabin and toilet fire protection.
✓ Fire precautions – airplane toilets.
✓ Galley equipment.

The Commander will assess whether the defect affects airworthiness or not, at the
termination of the flight the Cabin Crew will report, upon decision of the Commander, in the
Cabin Defects Log any defects not affecting airworthiness. If, for any reason, the airworthiness
defect has been reported in the Cabin Defect Log the Commander will report it into the ATL
as well.
Any defects entered in the Cabin Defect Log are to be indicated by a number. The engineer
checking any cabin defect must be satisfied regarding its effect on airworthiness and transfer
it to the technical log if necessary.
The technical log entry will be cleared in the normal way by a statement of the action taken
and certification by a signature and approval number. Cabin Logbook is filled by Senior Cabin
Crew and must be countersigned by the Commander.

Contents and filling instruction for the Cabin Logbook are embedded in the Cabin Logbook
itself. For filling Instruction ( See Chapter 14 Appendix B ).

[Link] Acceptable Deferred Defect Sheet (ADD)

For specific cases, a certifying person may take the decision to defer the rectification of a
discrepancy after determining the need and propriety for such deferral. The ADD sheet is the
document that lists all deferred defects still open. Contents and filling instruction for the
Acceptable Deferred Defect sheet are embedded in the ADD sheet itself.

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8.1.12 List of Documents, Forms and Additional Information to be Caried

It is the Commander's responsibility that all documents relevant to the operation of his flight are
properly and accurately completed and that, before flight, those documents which are
required to be carried are on board.

The Operations manual or those parts relevant to the duties of flight crew members and
requirements to conduct the flight must be easy accessible.

In case of loss or theft of documents specified in this paragraph, it is allowed to continue until the
flight reaches the base or a place where a replacement document can be provided.

[Link] Aircraft Documents, Manuals and other information

to be carried

1. Operation Manual Part A ( OM- A ).

2. Operations Manual Part C ( OM - C ) .
3. Lido Route Manuals (Lido/RM ). Also Electronic format on (Lido/mpilot application )
4. Aircraft Flight Manual (AFM).
5. Flight Crew Operations Manual ( FCOM ).
6. Quick Reference Hand Book ( QRH ) .
7. Check List ( CL ).
8. Regulated Takeoff Charts ( RTOs ) and Pdf Format
9. Minimum Equipment List ( MEL ).
10. Two Serviceable fully charged iPad ( Capt. & F/O) required for EFB Class 2
operations . (For Lido Nav RM and all Aircraft Documentation on Pdf Format
AFM, FCOM,MEL, OM A and C other Documents as necessary ).
11. Aircraft Technical Log Include Airworthiness Release.
12. Aircraft Cabin Log.
13. Acceptable Deferred Defects Record.
14. Original Certificate of registration.
15. Original Certificate of Airworthiness to include Noise
16. Airplane Radio License.
17. A true copy of the AOC
18. Third party Liability insurance Certificate .
19. The Journey Log or equivalent.
20. Mass and Balance documents.
21. Flight Folder Contains all paper and forms required for
the flight

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[Link].A Information to be retained on ground

1. Flight Folder Contains all paper and Forms required for flight.
2. Copy of the operational Flight Plan .
3. Copy of the relevant Part(s ) of the technical log.
4. Load and Trim Sheet .

[Link] Crew Documents

Flight Crew Personal Documents:

✓ Valid Flight Crew license with rating appropriate for the purpose of the flight and the
“Language Proficiency Requirements” declaration (when available by LYCAA ).
✓ Medical certificate
✓ Pilot Logbook or equivalent Logbook )
✓ Any validation required to operator’s aircraft.
✓ Authorizations for Transit Check.
✓ Crew Member Certificate (if available).
✓ Passport and Visa required for the purpose of the flight.
✓ Vaccinations required for the purpose of the flight.

NOTE: The professional documents must be also carried during any ground training
(e.g. simulator initial and recurrent training of any type etc.) to be signed by
the training staff.
The Flight Crew, after a check must ascertain that specific have been filled and
signed by the Check Captain (TRE) and after training by the Training Captain
(TRI/LTC).

For the license renewal it is required, in addition to the statutory checks, that the EU OPS
FCL Pilot Logbook (or equivalent Logbook) has been filled and signed by authorized
personnel.

Cabin Crew Personal documents:

 Cabin Crew First Aid and Emergency certificate;
 Medical certificate.
 Crew Member Certificate (if available)
 Passport and Visa required for the purpose of the flight.
 Vaccinations required for the purpose of the flight.

Crew members are personally responsible of their own document’s presence and adherence
with regulations.

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[Link] Operations Manual

Commander must check that the following parts are carried on each flight:

1. General/Basic ( OM, part A).

2. Airplane Operating Matters considered as (OM, part B), FCOM, QRH, MEL, AFM
and Check Lists issued by the manufacturer .
3. Route and Aerodrome instructions and information (OM, part C).
In case of loss or theft of the above documents (except the Bomb Search Checklist), the
operation is allowed to continue until the flight reaches the base or place where replacement
document can be provided.

The Captain shall not commence a flight unless he is satisfied that:

 At least 2 charged and updated EFB systems are on board which contain at
least the following manuals and software:
- Lido/mpilot Application.
- Airbus AFM,FCOM,FCTM , Performance Manual RTOW s .

 The following Hard copy Manuals and Check lists on Board:

- Lido Route Manual “ Nav Charts “ if required.
- Normal Check List.
- QRH.
- MEL if required.
The Operations manual or those parts relevant to the duties of flight crew members and
requirements to conduct the flight must be easy accessible.

[Link] Flight Specific Documentation

Commander must check that the following documents are carried on each flight:

✓ Operational Flight Plan, containing information as per paragraph 8.1.10.

✓ Aircraft Technical Logbook, contained the required information.
✓ Details of the filed ATS flight plan.
✓ Appropriate NOTAM/AIS briefing documentation.
✓ Appropriate meteorological information.

✓ Mass and balance documentation, as per paragraph 8.1.8.

✓ Notification of special categories of passenger such as security personnel, if not considered
as crew, handicapped persons, inadmissible passengers, deportees and persons in
custody.
✓ Notification of Special Loads (if applicable), including dangerous goods including written
information to the Commander as prescribed in paragraph [Link].
✓ Current maps and charts and associated documentation or equivalent data covering the
intended operation of the airplane, including any diversion which may reasonably be

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expected, this includes any conversion tables necessary to support operations where
metric heights, altitudes and flight levels must be used. “ Lido Route Manual “.
✓ Journey Log.
✓ Any other documentation which may be required by the States concerned with the flight,
such as cargo manifest, passenger manifest.
✓ Forms to comply with the reporting requirements of the Authority and of LWA .

If authorized by the Authority, above information, or parts thereof, could be presented in a

form other than on printed paper. In this case LWA will assure an acceptable standard of
accessibility, usability and reliability.
All entries made of these documents must be done currently (in accordance with the safety of
the Aircraft) and permanent in nature.

[Link] Others

Following documentation could be carried on board of aircraft:

✓ Details of catering;
✓ Payment for fuel (fuel credit card, cash).

[Link] Production of Documentation and Records

The Commander will produce, within a reasonable time if requested to do so by a person

authorized by the Authority, the documentation required to be carried on board.

[Link] Information Retained on the Ground

At least for the duration of each flight or series of flights:

✓ A copy of the operational flight plan where appropriate.

✓ Copies of the relevant part(s) of the airplane technical logbook.
✓ Route specific NOTAM documentation if specifically edited by LWA.
✓ Mass and balance documentation.
✓ Special load notification.

is preserved on the ground and the information is retained until it has been duplicated at the
place at which it will be stored or, if this is impracticable, the same information is carried in a
fireproof container in the airplane.

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8.2 Ground Handling Instructions

8.2.1 Fuelling Procedures

Safety precautions must be always taken to preclude the possibility of fire during refueling
and defueling procedures. The main causes of risk of fire with fuel deal with:

• A spark due to static electricity

• Hot points (engines, APU, ground installations, smoking)

Fuel generally does not catch fire ease, but the risk of fire is increased when the fuel is sprayed
(link, disconnecting pipe) or in the presence of fuel vapor especially when low flash point fuels
are used. The following precautions apply during any fuelling operations:

• Engine ignition system must be 'off'.

• The weather radar must be switched 'off'.
• Radio are not transmitting on HF.
• Electrical circuits in the tanks area must not have been connected or disconnected.
• No open flame or smoking is permitted around the aircraft.

Note: Where reference is made to refueling within these procedures it shall also be taken
as referring as applicable to defueling. Whenever JP-4 (Jet B/Derd) has been
uplifted, defueling should if possible be avoided.

[Link] Approved Fuels

Usually Jet A-1 is the only fuel approved for use on Operator aircraft, but in exceptional
circumstances other fuels as listed in the Operations Manual, part B (FCOM/Aircraft Flight
Manual), may be uplifted when Jet A-1 is not available

[Link] Responsibility

The final responsibility for the quantity and distribution of fuel rests with the Commander of
the aircraft who, prior to the commencement of each flight, ensures that the Fuel Part in the
Aircraft Technical Log is signed accordingly.

Before commencing fuelling the authorized refuels must take precautions to ensure that the
correct grade is offered by the suppliers.

Whenever wide cut fuel is uplifted an entry must be made in the Technical Log quoting the
fuel specification and quantity in each tank. Before signing his acceptance, the Commander
must, with respect to fuel, check that:

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a) The departure fuel on board agrees with the fuel planned and required for the flight.
b) The freeze point of the fuel loaded or that of the resultant mixture is satisfactory for the
flight that is planned.
c) Fueling must be supervised by a qualified employee.
d) After fueling, the uplift in liters or gallons shall be entered in the ATL and converted to
KGS.
The calculated fuel weight must be crosschecked with the indicated fuel weight. In the absence
of an appointed authorized refueled it is necessary for the Commander to assume
responsibility for the refueling of the aircraft. This responsibility may be delegated to the co-
pilot but must be completed in accordance with the relevant aircraft refueling instructions.

[Link] Supervision of Tanker and Fuel Check

Tanker according to fuelling order must be supervised and the quality at designated stations
to be checked by the person responsible, i.e. authorized tanker, station mechanic, or Air
Crew. To ensure that the requested amount of fuel according to Operational Flight Plan and
fuelling order is on board a double check must be performed by a fuel quantity uplift
calculation and actual uplift. A dipstick check may be performed:

✓ if required by the fuelling procedures.

✓ if required by MEL.
✓ if the difference between the calculated and the indicated amount of fuel excessive.
✓ if any technical deficiency is observed in the fuel indication system.
✓ if the person responsible deems it necessary. Even if no fuelling is required a fuel check
must be done.
[Link] Method to Check Refueling
Refer to technical logbook instruction.

[Link] Tanker

Whilst tanker can have financial advantages, these advantages are lost if last minute load
changes result in the necessity to de-fuel or off-load freight. When tanker, therefore, check if
the ZFW in the CFP and/or communicated by the Handling Agent is realistic, then refuel
providing a buffer of at least: − A319 : 500kg
for last minute changes, before the end of refueling, if the ZFW given is the final, top up to
maximum.

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[Link] Precautions with Mixed Fuels

[Link].1 Safety Precautions

The various types of jet engine fuels are miscible in all proportions. It must be noted that:
✓ the density varies proportional to the percentage of the mixture.
✓ the flash point of the mixture varies in function of non-straight laws.

JET A, JET A1, JP8, TS1, RT and TH are kerosene type fuel.
JET B and JP4 are wide-cut gasoline type fuel with a low flash point which is not widely used.
JP4 is still used sometimes in military aviation, but is on the way to be replaced by JP8, which
provides more safety.
More stringent precautions must be observed when refueling an aircraft with JET B or JP4 fuel
where the fuel tanks already contain JET B or JP4 or a mixture of JET B/LP4 and JET A, JET A1,
JP8, TS1, RT or TH.

A major consideration when mixing fuels at normal temperatures is the fuel air mixture that
develops in the space above the fuel inside the tanks. JP4 and JET B develop an ignitable fuel
air mixture at frequently encountered ambient temperatures. When JP4 or JET B and JET A1
are being mixed, the fuel vapor mixture with air is in the explosive or ignitable envelope
throughout the range of ground temperatures common at the majority of airports during all
part of the year.

Wide-cut fuel is considered to be “involved” when it is being supplied or when it is already

present in aircraft fuel tanks.

When wide-cut fuel has been used, this should be recorded in the Technical Log. The next two
uplifts of fuel should be treated as though they too involved the use of wide-cut fuel.

Over wing refueling is not permitted when wide-cut fuels are involved.
When refueling/defueling with fuels not containing any anti-static additive, and where wide-
cut fuels are involved, top-up at fuel filling rates reduced by 50% of the normal filling rate.

[Link].2 Fuel Freezing Point Determination

The freezing point of a fuel mixture varies in function of non-straight laws. Therefore, the only
reliable way to obtain an accurate freeze point of a mixture of fuels is to make an actual
freezing point measurement.

When this is not possible, consider the freezing point of the mixture to be the same as the
highest freezing point when the fuel type in the lowest quantity reaches 10% of the mixture.

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Determination of the fuel freezing point of fuel mixtures may be particularly a concern when
operating transatlantic or transpacific routes and when very low OAT are expected as the
aircraft will have to continuously cope with the mixture of JET A and JET A1.

On practical point of view, in order to determine the fuel freezing point, apply the following;

✓ when the mixture contains less than 10% JET A, the fuel is considered as JET A1.
✓ when the mixture contains more than 10% JET A, the fuel is considered as JET A.

[Link] Aircraft Maintenance Operations during Refueling/Defueling

a) Electrical and radio equipment may be checked but maintenance must be limited to the
exchange of complete Units.
b) Radar must not be operated during fuelling operations or when within 30 meters (100ft)
of such operations, fuel tanks, fuel trucks or fuel storage areas.
c) when wide cut fuel is involved, radio equipment including radio paging devices, pocket
calculators and similar electrical equipment, unless otherwise stated to be intrinsically
safe, must not be taken into the fuelling zone or within 20ft of a fuel spillage;
d) Strobe lights are not to be operated or tested during refueling or defueling.
e) APU and External Generators may be used during fuelling operations. Refer to O.M., part
B.
f) Flight crew must ensure that Jet A is printed on the supplier s vehicles and/ or fueling pit.
g) Flight crew must ensure that the fuel is free from contamination. The crew must
request a water check for every fueling job.
h) Fueling operation during thunderstorm is not permitted.

[Link] Fuelling/Defueling with Passengers Embarking, on Board or Disembarking

CAUTION: This procedure is subject to national laws in several Countries.

Before starting this procedures, make sure that all national requirements are
satisfied.

Fuelling or defueling may be carried out with passengers boarding, on board or disembarking
provided that the following requirements can be satisfied. If these cannot be complied with,
fuelling operations must not take place.

Requirements:
A. One qualified flight crew will remain on flight deck and all Engines are stopped
during fuelling operations with passengers on board. This qualified flight crew must be

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capable of handling emergency procedures concerning fire protection and fire-fighting,

handling communications and initiating and directing an evacuation.
B. A two way communication will be established and will remain available by the aero
plane’s inter-communication system or other suitable means (i.e. through cockpit
window in opened position) between the ground crew supervising the refueling and the
flight crew on board the aeroplane.
C. Crew, staff, handling agent and passengers will be warned that re/defueling will take
place: the P.A. system must be serviceable.
D. “Fasten seat belts” will be off.
E. “NO SMOKING” signs will be on, together with interior lighting to enable emergency exits
to be identified.
F. Passengers will be instructed to unfasten their seat belts, refrain from smoking and that
they must not operate any electrical equipment (see appropriate manual for Public
Addresses announcement during these operations).
G. The minimum required number of Cabin Crew, specified in OM, Part A, para 4.1.5., will be
on board and be prepared for an immediate emergency evacuation (see appropriate
manual for cabin crew number and location during these operations).
H. If the presence of fuel vapor is detected inside the aeroplane, or any other hazard arises
during re/defueling, fuelling will be stopped immediately. In this event all cleaning
activities using electrical equipment within the aircraft must also be stopped
immediately and not resumed until conditions permit.
I. The ground area beneath the exits intended for emergency evacuation and slide
deployment areas will be kept clear. In addition, where it is desired to move passengers
to and from the aircraft during fuelling, the Commander must ensure that the passenger
movement paths are well clear of aircraft wing tip tank vents and fuelling equipment.
J. Provision is made for a safe and rapid evacuation. For this reason
➢ the fire service must be alerted to the fact that fuelling procedures are about to take
place with passengers on board.
➢ the main door usually used for passenger embarkation must be open, clear of
obstruction and manned. A loading bridge, power operated gangway or a set of
passenger steps must be positioned at the door.
➢ the secondary rear exit door may (if existing), provided the slide is serviceable,
remain closed but must be clear, armed and manned. The area of ground beneath
the secondary door is kept unobstructed.
➢ all others exit doors or emergency exits (if present) remain closed, armed and must
be clear and manned, the ground area beneath the exits must be kept clear of any
obstruction for slide deployment and emergency evacuation.

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[Link] Fuelling / Defueling with Wide-Cut Fuel with Passengers Embarking, on

Board or Disembarking

Re-defueled with Aviga’s or wide cut type fuel (e.g. Jet-B or equivalent) or when a mixture of
these types of fuel might occur, is not authorized when passengers are embarking, on board
or disembarking.

8.2.2 Airplane, Passengers and Cargo Handling Procedures Related to safety

The loading of airplanes has to be performed under the supervision of qualified personnel
(ground personnel or Pilot) and the Commander of the flight.

The Commander and the Supervisor are responsible for ensuring that the weight of passengers
and freight are consistent with data used for calculation of the airplane weight and balance.
The structural limits such as floor strength, maximum load per running meters, maximum load
for compartment and maximum seating limits should also be complied with.

Indiscriminate loading or unloading of baggage and cargo simultaneously with the movement
of passengers embarking or disembarking may produce unacceptably large shifts in the
aircraft CG position or ground standing attitude. For this reason, during
embarking/disembarking, at least one qualified flight crew member will remain in the flight
deck. Preventive information of possible "tip up position" are generated by the aircraft system
(i.e. "NLG Shock Absorber Fault" or "Ground Prox Fault"). In this case the flight crew will
immediately:
• interrupt the embarking/disembarking operations.
• move immediately passenger from aft to forward.
• inform handling to stop loading/unloading operations.

When the caution generated by the aircraft system will be disappeared,

embarking/disembarking and loading/unloading operations can be resumed.
Air Crew and Ground staff shall take all reasonable measures to ensure that no person secretes
himself or secretes cargo on board an airplane.

To comply with this safety requirement the following actions must be carried out.
a) Air Crew boarding, during transit without passengers and before leaving a company
airplane must carry out the security and safety search as explained in the appropriate
Manual and/or Booklets.

b) Flight Crew and/or Ground Staff must carry out the security and safety search when an
airplane has been left unattended, that shall include cargo compartments, wheel well
and all compartments with external and/or internal access that may secrete a person

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c) or object. The use of a seal can reduce the inspection if the airplane has been left
unattended in an area guarded by Airport Authority.
c) Ground staff or Flight Crew shall survey the ground operation.
d) Senior Cabin Crew will report to the Commander of the flight that boarding and
disembarking operations are completed.

The Commander of the flight has the authority to order the beginning of boarding and
disembarking operations in accordance with sa’s procedures.

Moreover the Commander has to make sure that no passengers will be left on ground
consequently at early departures. In LWA an early departure is not allowed in scheduled
flights. The same disposition is valid also for charter flights unless an accurate check has been
performed of the number of passengers boarded against the forecasted number. This check
must be done in coordination with the Handling Agent / Company representative / Tour
Operator representative.

[Link] Seat Allocation Procedures

A complete set of combined seating plan and boarding cards are available and have to be
issued by ground personnel for each flight. If no seating cards are issued, the procedure to
be followed is reported inside the Technical Log Book specific for each airplane.

The seats which permit direct access to emergency exits shall be allocated to passengers that
appear reasonably fit, strong and able to assist the rapid evacuation of the airplane in
emergency.
Passengers (because of their condition) who may hinder other passengers during an
evacuation or may impede the Crew in carrying out their duties should not be allocated seats
which permit direct access to emergency exits during the check-in.
If the check-in ground staff cannot comply with above due to the impossibility to screen all
the passengers when they are accepted, then a further check during boarding will be useful.
In any case Cabin Crew during the embarkation and/or during the safety check will verify
compliance with above.

Incapable passengers allocated wrongly will be moved to other seats to avoid difficulties
occurring on the ground, during takeoff or landing, when an emergency situation can arise.

The following categories of passengers are among those that should not be allocated to, or
directed to seats which permit access to emergency exits:

✓ Passengers suffering from obvious physical, or mental, handicap to the extent that they
would have difficulty in moving quickly if asked to do so;
✓ Passengers who are either substantially blind or substantially deaf to the extent that they
might not ready assimilate printed or verbal instructions given.

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✓ Passengers who because of age or sickness are so frail that they have difficulty in moving
Quickly.
✓ Passengers who are so obese that they would have difficulty in moving quickly or reaching
and passing through the adjacent emergency exit.
✓ Children (whether accompanied or not) and infants.
✓ Deportees or prisoners in custody, and,
✓ Passengers with animals.
✓ Expectant mothers.

Note: “Direct access” means a seat from which a passenger can proceed directly to the exit without entering an aisle or passing around an obstruction.
Exit row seats shall not be assigned to passengers who do not have sufficient mobility, strength and dexterity in their arms, hands, legs to open an exit.
For seat allocation of Special Passengers appropriate sub-paragraph

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[Link].1 Multiple Occupancy of Passenger Seats

Multiple occupancy of airplane seats may only be allowed on specified seats and does not
occur other than by an adult and one infant (children under two years of age) who is properly
secured by a supplementary loop belt or other restraint device.

[Link] Passengers

During passengers’ boarding/disembarking parking brakes must be on, unless safety dictates
differently.
[Link].1 General Definition
Infants
A child of less than two years is defined as an Infant.
The following regulations will apply:
✓ an infant must be accompanied by at least one adult and may be seated with the adult or
on a cradle.
✓ an infant must not be seated beside an emergency exit.
✓ no more than one infant may be seated in a set of seats due to limitation of supplementary
oxygen mask.
✓ an infant may sit only in a row where a supplementary oxygen mask is available.
✓ any group of seats with supplementary oxygen masks may be occupied by infants
alternatively to allow Cabin Crew to use oxygen mask during depressurization.
✓ infants may be carried in a cradle providing the row is behind a fix bulkhead.
✓ an infant must be secured by a supplementary loop belt.
Note:
Child
The maximum number of infant depends on the number of supplementary oxygen masks, number of loop
belts and special infant life jackets available.
Seats assignment of infant must be in accordance with availability of oxygen masks (refer to
appropriate documents). However, the maximum number of infants must not exceed 15. Aircraft, upon
request, may be equipped with fixed cradles or cradles that can be fixed in the forward part of the
cabin.
If more than one infant is travelling as part of a group, each such infant may be placed in an infant seat
in the same row, provided one infant seat is located on a window seat and that only a person travelling as
part of that group is seated adjacent to each infant. At least one seat adjacent to an infant seat shall be
occupied by physically able person of not less than 18 years of age who is responsible for the occupant
of the infant seat. If the infant seat is secured to an aisle seat, the responsible person may be seated in
the aisle seat immediately across the aisle from the infant seat. If no seating cards are issued, infants
will be boarded before all passengers.

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A passenger of an age of two years and above but less than 12 years of age is defined as a
Child. Children must not be seated beside an emergency exit.
If a Child is not accompanied by an adult at least 18 years old, it is defined as Unattended
Minor (UMR) and the following regulation will apply:

1. General
- if not attended by an adult each minor of 5 years or less shall be accompanied by a
supplementary Cabin Crew.
- if two minors are travelling together only a supplementary Cabin Crew is required.

2. The station personnel shall:

- inform the Commander and the Crew.
- takes care of the children from check-in to embarkation.
- takes care of disembarkation to immigration and customs control.
- equips the children with a special UMR-bag (containing name, route, travel
documents, ‘handling advice for minor’), which should be worn visibly over the
clothes.
- gives information regarding transit and final destination.
- During transit where all passengers have to disembark, take over the UMR.
- bring on board an disembark UMR before other passenger.
- Hand over the UMR at the forward exit.
- Hand over the UMR to the Senior Cabin Crew.
- Not assign seat near emergency exit.

3. The Senior Cabin Crew shall:

- take over the UMR.
- care on board the UMR directly or through the designated Cabin Crew till hand over.
- During transit with passenger on board, take care of UMR.
- Clearly hand over the UMR to the next Senior Cabin Crew when change of Crew is
required.
- ask and note, on the report, the name of the person picking up the UMR.
- Hand over the UMR only to another Air Crew, at station or handling agent
personnel.
- if no station personnel is present, hand over the UMR in the air terminal building to
the station personnel, police or their parents reporting where and to whom the UMR
has been handed over.

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Note: UMR will be seated in the first four (4) rows and in the last four (4) rows; an Unattended
Minor is under guard of the Commander and custody of Senior Cabin Crew; the
maximum allowed number of UMR is six (6) Children. It must be highlighted that
children between two and four years old must be accompanied either by an adult or
and extra Cabin Crew; for safety reasons, Commander is allowed to change the
assigned seat to a UMR if deemed to do this.

Adult
A passenger with an age of 12 years and above is defined as “Adult”. An Adult may not take
responsibility as escorting infants, children and young unless he/she is at least 18 years old.

[Link].2 Special Passengers

A person with reduced mobility (PRM) is understood to mean a person whose mobility is
reduced due to physical incapacity (sensory or locomotors), an intellectual deficiency, age,
illness or any other cause of disability when using transport and when the situation needs
special attention and the adaptation to a person’s need of the service made available to all
passengers. They are classified as “Special Passengers”

The Commander must be informed before departure of any Special Passenger on board his
airplane. The Commander should satisfy himself that the carriage of such passengers will not
cause inconvenience or discomfort to other passengers and that emergency evacuation and
safety during the flight will be guaranteed.

Any passengers with Reduced Mobility (PRM) shall not be seated adjacent to an emergency
exit, shall not impede the Crew in their duties in an emergency evacuation and shall not
obstruct access to emergency equipment.

Assistance to PRM in case of emergency evacuation must be assured by either adequate

number of Cabin Crew or able body accompanying persons.

Usually, PRMs are divided into two categories: Non-medical case (NON-MEDA) and Medical
case (MEDA).

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Non-medical Case (NON-MEDA)

A passenger with reduced mobility for whom NO medical clearance is required.
Non-medical cases (NON MEDA) include:

✓ Deaf passengers (DEAF);

✓ Blind passengers (BLND). If the BLND has a guide dog, muzzle must be wear by the guide
dog and the seat next to its owner should be blocked.
✓ Elderly passengers.
✓ Expectant mothers in normal health (PREG), up to 28th weeks (7th months) of pregnancy.
✓ WCHR, WCHS and WCHC passengers if need for a wheelchair is not a result of a medical
Condition (i.e. need for wheelchair because of age, comfort, etc.). In particular:

▪ WCHR (Wheelchair - Romeo) Passenger: a passenger who can ascend and descend
steps and move in the aircraft cabin, but who requires a wheelchair or assistance to
and from the aircraft and within the airport terminal.
▪ WCHS (Wheelchair - Sierra) Passenger: a passenger who cannot ascend and descend
steps, but can move in the aircraft cabin. He requires a wheelchair to and from the
aircraft and must be carried up and down the steps.
▪ WCHC (Wheelchair - Charlie) Passenger: a passenger who is completely immobile. He
requires a wheelchair to and from the aircraft and must be carried up and down the
steps and to and from his seat. WCH are preferably seated:
a) In first left row and first right row in the cabin.
b) For WCHR and WCHS only: aisle seats in the second left/right and third
left/right rows (if first row is already assigned to other WCH).
c) For WCHR and WCHS only: aisle seats in the last two rows.

For safety reasons, Commander is allowed to change the assigned seat to a WCH if deemed
to do this. Persons with arms and/or legs in casts or splints if the flight time does not exceed
5 hours.

NOTE: A passenger's own wheelchair (incl. battery-drive, where permitted) will be carried
as checked baggage in the aircraft cargo compartment free of charge (i.e. over and
above the passengers free baggage allowance) but never in the passenger cabin.
Battery-driven wheelchairs can be carried as checked baggage in the aircraft cargo
compartment provided the precautions prescribed at point 9.1. (Carriage of
Dangerous Goods & Weapons) are observed.
When a wheelchair with a spill able battery is loaded, the Commander must always
be informed.

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A wheelchair is provided on board each LWA aircraft, to be used by crew member

should the need for it arise during flight.

✓ Holders of a valid Frequent Traveler’s Medical Card (FREMEC), which is given to permanent
and chronic person with reduced mobility.
✓ Children with visible contagious children’s diseases (i.e. measles, chicken pox);
✓ Passengers who need a special help, defined Meet And Assist (MAAS), i.e. passengers
unable to carry their own hand-luggage.

Medical Case (MEDA)

A passenger with reduced mobility for whom medical clearance is required Medical cases
(MEDA) includes:

✓ Passengers whose conduct, mental status or physical condition may render them incapable
of caring for themselves without assistance or who might be a risk to themselves, to other
persons or to the safety of the flight.
✓ Stretcher cases (STCR): passengers who require transportation on a stretcher. For the time
being, stretchers cannot be boarded on airplanes, unless special permission is given
to the Commander. If cleared to do it, a stretcher can be installed in rows as indicated in
the technical publications. The stretcher must be secured to the aircraft.
✓ The patient must be secured by an adequate harness to the stretcher or aircraft. The fitting
operation must be done by a responsible engineer unless flight crew is approved.
A stretcher is to be loaded before all other passenger boarding and off-loaded immediately
after all passengers have disembarked. When a stretcher is installed, aircraft maximum
capacity is reduced by 9 seats, in which only the stretcher passenger and his escorts
(maximum 3 escorts in these seats) can travel. Carriage of any stretcher - patient is subject
to the approval of the patient's physician and should be accompanied by an able bodied
adult attendant qualified to provide him with en-route care.
✓ Passengers who suffer from a disease which is believed to be contagious and could be
passed on to other passengers on board (except typical children’s diseases);
✓ Passengers needing extra oxygen (OXYG) for medical use: small (for maximum dimensions
refer to the Permissible Size of Hand Baggage) gaseous oxygen or air cylinders are allowed.
Oxygen refrigerated liquid is forbidden.
✓ Passengers needing medical attention or other medical equipment on board, with the
exception of the above point (OXYG). Case by case will be evaluated by the Flight
Operations Post-Holder in order to determine the “transportability” by airplane of the
subject.
✓ Expectant mothers with expected multiple birth, not in normal health or beyond the 36th
weeks of pregnancy;
✓ Babies under the age of 7 days;
✓ Persons with arms and/or legs in casts or splints, if flight time exceeds 5 hours.

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Authority of the Commander

The Commander has the final authority to accept or reject PRM for a specific flight. This
authority is valid for “last minute boarding” as well as for passengers with reduced mobility
already accepted. The following guidelines are intended to help the Commander in making his
decision. Acceptable factors include:

✓ important documents, e.g. statements of attending physician, inquires by the station of

departure;
✓ qualified accompanying personnel (doctor, nurse);
✓ no imminent danger to life as far as recognizable;
✓ return flight domicile;
✓ proper care and transportation organized at destination.

If the commander decides to refuse transportation, he must inform such passenger(s) about
alternative travel means after consultation with the station personnel, e.g. other line
connections or special flights which provides expeditious, accompanied transportation.

In the event of refusal a report to the Flight Operations P.H. through the “Commander’s
voyage Report” is required.

Limitations about number of Special Passengers.

In circumstances in which the number of PRMs forms a significant proportion of the total
number of passengers carried on board the number of PRMs should not exceed the number
of able body’s persons (ABP) capable of assisting with an emergency evacuation Bearing this
in mind no other limits are scheduled for accompanied PRM. For A 319 the maximum
permitted number of unaccompanied PRMs is restricted to 5 WCH which no more than 2
WCHC.

Note: Even if no limitations in number of blind guide dogs exists, special care must be
exercised when this number start to be high.

Passengers with Reduced Mobility in Groups

Accompanying persons are always required in addition to the standard Cabin Crew. These able
body attendants are responsible for comfort, safety and assistance during emergency
evacuation, Cabin/Flight Crew shall assist as far as possible and depending on situation. Before
flight AVR shall give a detailed briefing to accompanying persons to cover the case of an
emergency evacuation
Groups must be subdivided into smaller groups (depending on type of airplane) and shall be
seated in the middle of airplane cabin (or in the middle of the respective cabin section) far
from emergency exits, in such a way that in case of emergency evacuation they will not hinder
the evacuation of the other passengers. For abnormal situation (i.e. abnormal number of WCH
on board), refer to appropriate document (Ground Ops manual, AHM 560, etc.).

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[Link].3 I n a d m i s s i b l e Passenger (INAD)

An inadmissible passenger is a person who is not (or will not) be permitted by the competent
authorities to enter the respective state (e.g. due to lack of visa, expired passport, insufficient
funds etc.). The responsibility for inadmissible passengers lies fully with the carrier(s)
concerned. Should an INAD decide to disembark at a destination other than that indicated on
his ticket, he should be permitted to do so, informing the Authority? If possible, this should be
done by radio before arrival.
♦ General

If a passenger arriving on a flight is declared to be inadmissible by the

immigration authorities, the transporting carrier is responsible for the removal of
the passenger in accordance with ICAO annex 9, Standard 3.36, quoted below.
Each contracting State shall ensure that a person found inadmissible is transferred
back into the custody of the operator(s) who shall be responsible for prompt
removal to:
- The point where the person commenced his or her journey.
or
- To any other place where the person is admissible.

Note: The public authorities shall without delay inform the operator(s) when a person is
found inadmissible and consult the operator(s) regarding the possibility of
departure. Stations are responsible for organizing and coordinating INAD
removals with the local authorities and consulates/embassies concerned, and with
online stations. In exceptional cases where operation is seriously affected, stations
shall co-ordinate with Operational Control.
♦ Handling
♦ INAD need not to be accompanied.
♦ In principle, passports and other travel documents are in the possession of INADs
or their escort(s), and photocopies may be carried in a document folder of the
airplane. Whenever local laws and/or severe sanctions (e.g. heavy fines and/or
legal actions) require LWA to hand over original travel documents to the
authorities at destination, such documents must be safeguarded in the airplane
by the Commander. Full background information on such passengers must be given
to the crew to enable proper handling.
♦ Notification
♦ The Commander must be informed about INADs. By means of the Captain’s Load
Information (CLI) or by the system – generated passenger list.
♦ Accompanied Inadmissible Passengers (ANAD)

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♦ If there are reasons to believe that an INAD will be a source of annoyance to other
passenger and crew, DEPA procedures must be applied (maximum 4, each escorted
by at least 2 guard).

[Link].4 A c c o m p a n i e d Deportees (DEPA) / Unaccompanied Deportees

(DEPU)

A deportee is a person who:

✓ having been admitted to a state or having entered illegally, is required by the competent
Authorities to be removed from that state.
✓ is extradited from a state on request of the competent authorities of another state.
The responsibility for deportees lies fully with the states concerned. Should a DEPU decide to
disembark at a destination other than that indicated on his ticket, he should be permitted to do
so, informing the Authority. If possible, this should be done by radio before arrival.
♦ General
Deportees shall be accompanied by law–enforcing officers or equivalent unless
they are expelled for one of the following reasons:
- Lack of working permit.
- Illegal entry.
- Expired visa.
- Cancelled or invalid permit of residence.
- Insufficient funds.
- Repatriation (run–away youth, refugees). And when there is reasonable
assurance that the deportee. needs no special handling
- will not be a source of annoyance to other passengers.
- does not jeopardize the safety of persons, goods or the airplane.
Category of deportees and maximum number per flight:
- unaccompanied deportees (DEPU): maximum 2
- accompanied deportees (DEPA): maximum 4, escorted by at least 2 guards.
No confusion must be done between accompanied Deportees (DEPA) and
Persons in Custody / Detainees.

Exceptions to the above numbers must be authorized by the Flight Operations Manager
Children under 16 years of age travelling together with an adult, LWA or group need not to
be considered for the number of deportees.
♦ Handling
- Deportees who need to be manacled or gagged may not be accepted.
- Handcuffs are accepted.
- Persons who physically resist boarding the airplane shall be excluded from
carriage.
- Furthermore, no person who behaves in a manner requiring physical
restraint shall be brought on board.

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- Arrangement shall be made that deportees will be boarded ahead of

passengers, disembarked last and as discreetly as possible. DEPA / DEPU
must be assigned seats from the back of the aircraft forward, but not the
emergency over wing exit seats.
- In relation to the passengers, it is better to leave empty rows seats to
separate the passengers and the deportees, or if the seats are not available,
give an upgrade to business class (if available) for suitable number of
passengers.
- If feasible, during take-off and landing handcuffs should be release,
according with the decision of the escort personnel. In all the other
situations, such persons shall be treated with the same courtesy and tact as
all other passengers on board.
- In special cases, deportees may be seated behind a curtain for their own
protection and integrity. In this situation two guards are necessary. One
guard stays with the deportee, the second guard must safeguard the
curtained area against unauthorized access.
- Special assistance shall be given by experienced senior staff.
♦ Document
- In principle, passports and other travel documents are in the possession of
DEPU/DEPAs or their escort(s), and photocopies may be carried in a
document folder of the airplane.
- Whenever local laws and/or severe sanctions (e.g. heavy fines and/or legal
actions) require LWA to hand over original travel documents to the
authorities at destination, such documents must be safeguarded in the
airplane by the Commander. Full background information on such
passengers must be given to the crew to enable proper handling. The
DEPU/DEPA message must include the remark “Travel documents in the
aircraft”.
♦ Notification
- Before departure, the station personnel shall inform the Commander either
verbally or system-generated passenger list of any deportee intended for
transportation.

[Link].5 Persons In Custody / Detainees

♦ General
It must not been done confusion between Accompanied Deportees (DEPA) with
Persons in Custody / Detainees (always with armed escort).
The Libyan public authority can use scheduled flights for transferring detainees
together with armed escort. This is not against any Libyan law or regulation.
The Captain cannot refuse to carry the detainee with his/her escort unless the
detainees fall into the category of insubordination.

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The responsibility of escorting the detainee falls completely on the head escort.
The head escort may decide to, or not to use handcuffs during the voyage.
However the Captain may request to removal of handcuffs during takeoff and
landing. Load control must inform the crew of the presence on board of the
detainee and armed escort.
♦ Handling
The group must be assigned seats from the back of the aircraft forwards, but
not the emergency over-wing exit seats.
In relation to the passengers, it is better to leave empty rows seats to separate
the passengers and the detainees, or if the seats are not available, give an
upgrade to business class (if available) for suitable number of passengers.
The detainee and escort must be embarked before and disembarked after the
passengers and in a separate manner for safety and corporate image reasons.
They should not be served alcohol or given matches. It is strongly suggested
that toilettes are used (if needed) when the aircraft is still on the ground: special
care must be used when they must use the toilette while flying. In all the other
situations, such persons shall be treated with the same courtesy and tact as all
other passengers on board. The escort may be armed in accordance with the
Libyan law (see O.M., part A, sub-paragraph 9.2).
There are no limitations regarding maximum numbers of detainees per flight.

[Link].6 Voluntary Departing Aliens (VDAL)

Voluntary departing aliens are foreign nationals whose right to stay in a particular country has
been withdrawn and who, contrary to deportees, leave that country voluntary within the
period of notice given. They have been persuaded by the authorities to return to their home
country.

• Handling
Voluntary departing aliens shall be treated with the same courtesy and tact as all
other passengers. Special assistance shall be given by experienced senior staff.
Stations are responsible for the correct acceptance of VDAL under observance of
the following guidelines:
- Groups of VDAL shall be pre-boarded;
- The concentration of uniformed officials in check-in and gate areas or around
and in the airplane must be avoided.

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VDAL who are obviously not willing to depart shall be considered DEPU/DEPA

• Documents
VDAL are in full possession of passport and travel documents. Photocopies of travel
documents if deemed necessary should be made and placed in a document folder
of the airplane.
• Notification
The Commander must be informed about VDAL.

[Link] Permissible Size and Weight of Hand Baggage

For security and safety reasons, only one piece of hand baggage not exceeding the weight of
10 Kg. and the total dimensions of 115 cm for A319 (sum of length, height and width) will be
permitted per passenger (excluding infants). The following items are also allowed in addition
to the hand baggage:

✓ one small bag or purse.

✓ one coat, cape or blanket.
✓ one umbrella or walking stick.
✓ one small camera or binoculars.
✓ reading matter for the flight.
✓ an infant carrying basket and baby food.
✓ fully collapsible wheelchair, crutches or other prosthetic devices provided the passenger is
dependent upon them.

[Link] Loading and Securing of Items in the Airplane

Air Crew must ensure that hand baggage and cargo is adequately and securely stowed before
takeoff, before landing and whenever the Pilot-in Command (PIC) illuminates the fasten seat
belts or when so ordered. This is to prevent injury by falling objects and/or to prevent baggage
and cargo impeding evacuation from the aircraft as appropriate to the phase of flight.

To comply with this safety requirement the baggage and cargo must be stowed as follows:
1. Each item carried in a cabin must be stowed only in a location that is capable of
restraining it.
2. Weight limitations placarded on or adjacent to stowage must not be exceeded.
3. Under-seat stowage must not be used unless the seat is equipped with a restraint
bar and the baggage is of such size that it may adequately be restrained by this
equipment.
4. Items must not be stowed in toilets or against bulkheads that are incapable of
restraining articles against movement forwards, sideways or upwards and unless the
bulkheads carry a placard specifying the greatest weight that may be placed there.

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5. Baggage and cargo placed in lockers must not be of such size that they prevent
latched doors from being closed securely.
6. Baggage and cargo must not be placed where it can impede access to emergency
equipment.

Items of accompanied baggage which by virtue of their size, value or fragility, are unsuitable
for carriage in the hold or in approved stowage spaces may be carried on a passenger seat
provided the following conditions are observed:

A. The item is accompanied by a passenger.

B. The seat is used solely for the carriage of, or securing of, the item throughout the
flight.
C. The seat is immediately adjacent to the side of the fuselage and is not adjacent to
an emergency exit;
D. Any such item does not exceed 75 Kg in weight, is properly secured by means of
a seat belt (plus extension piece if necessary) and the centre of gravity is
maintained not more than 30 centimeters above the top of the seat cushion.

Checks must be made before Take-Off and before landing and whenever the Commander
switches on the seat belt sign to ensure that baggage is stowed in such a manner that it cannot
impede evacuation or cause injury by falling.

Note: The requirements for restraint of hand baggage apply equally to crew baggage.
Baggage that cannot be stowed and secured will be labeled and carried in the
cargo hold. Passengers are not allowed to carry the following article in the cabin:

✓ Briefcases and security type attaché cases with installed alarm devices, lithium batteries
and pyrotechnic material.
✓ Explosives, munitions, fireworks and flares.
✓ Gases such as camping gas.
✓ Flammable liquids such as lighter fuels, paints and thinner.
✓ Flammable solids, such as matches and articles which are easy ignited.
✓ Oxidizing substances such as bleaching powder and peroxides.
✓ Poisonous and infectious substances.
✓ Radioactive and magnetized materials.
✓ Corrosives, such as mercury.
✓ Medicinal or toilet articles exceeding 2 Kg / 2 lt.
✓ Alcoholic beverages exceeding 2 lt.
✓ Dry ice exceeding 2 Kg.

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[Link].1 Baggage Loading

It is Commander Responsibilities that the balance of the aircraft is within the envelope.

[Link] Special Loads and Classification of Load Compartments

[Link].1 Live Animals

♦ General
Pets are domestic animals such as:
• Dogs.
• Cats.
• Singing birds.
• Rabbits.
• Hamsters.
• Guinea pigs.

Pets only are considered as domestic animals travelling with a passenger: animals different
from pets will be handled as Cargo.
Two or more animals are allowed in the same container if they are familiar each other and
not exceeding the maximum weight and container’s dimensions. Carriage of pets in the
cabin (PET-C) is limited by considerations of passenger safety and comfort and by the size
of the cabin. Carriage of live animals in cargo compartments (AVI- H), either pets or not,
requires pressurization and may require ventilation, heating and lighting. Information
about pets carried in cargo compartment can be found in the present manual: for details,
refer to each aero plane’s AOM.
♦ Documents required
● Inside Libya :
It is required for pets to get passport released by veterinary surgeon
● Outside Libya :
It is required for pets to get passports released by veterinary surgeon attesting
that they have been vaccinated against rabies.
● Flights to Ireland; United Kingdom; Scandinavian Countries, Croatia:
It is required for pets to get passports released by veterinary surgeon attesting
their current vaccination against rabies and their additional booster vaccination
certifying a proper amount of neutralizing antibodies.

♦ Cabin (PET-C)
With the exception of guide dogs for blind passengers, only:
• A319: 2 small pets’ containers
may be carried in the cabin. The weight of container and animal/animals may not exceed
10 [Link] must be allocated:

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• If one: behind the last row, with the owner seated in the last row.
• If two: one behind the last row, with the owner in the last row and the other one in
front of the owner, seated in the first row, preferably windows’ side.
Pet must be carried in a suitable leak-proof container or bag with total dimensions of 115
cm (sum of length, height and width) and must stay in the container/bag, on the floor, for
the duration of the flight.
The Commander and handling staff shall ensure that no animal is carried in the cabin
which might impede an emergency evacuation. They therefore must not be assigned to
the emergency exit seat rows. Before boarding the animal shall be already into the
container. For guide dogs limitations, refer to BLND paragraph.
♦ Cargo Compartment (AVI-H)
Pets not carried in cabin and other animals (both defined as AVI-H) can be carried in the
cargo compartment. The maximum number of pets not carried in cabin is limited to
3, as long as at least ventilation is available and working and:
● Cargo heating is working; or, if the Cargo Heating is not working,
● Outside Air Temperature on ground is > -5°C.

For airplane without ventilation system, a case-by-case evaluation will be done among
Commander, Ramp Agent and owner of the pet. Anyway the transport of pets in cargo
compartment without ventilation is not recommended. Lighting system should be turned on
during the all flight. Special care will be exercised in order to:

● load the AVI-H not too much in advance of the expected time off blocks.
● close the cargo compartment few moments prior starting the engines.
● unload the AVI-H without any delay. For animals (not pets), refer to
appropriate manuals.

[Link].2 Human Remains (HUM)

Non-cremated human remains shall be contained in a hermetically sealed inner coffin of lead
or zinc inside a wooden coffin. The wooden coffin may be protected by outer packing and
should be covered by canvas or tarpaulins in such a way that the nature of its contents is not
apparent. Such human remains shall not be loaded in close proximity to food for human
or animal consumption or edible materials, not close to the cockpit.

Note: Mourning ceremonies on the apron should be avoided and embarkation and
disembarkation of HUM shall be done out of sight of passengers. The Commander
and the down-line stations shall be informed.

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[Link] Positioning of Ground Equipment

Ground equipment, including passenger boarding bridges, may only be moved towards
the airplane when the airplane has come to complete stop and all the following
criteria are met:
 Engines are shut down.
 Anti-collision lights are switched off;
 Wheel chocks are positioned
 Ground/flight deck communication is established, if applicable.

This does not apply for ground power units which have to be connected to the airplane due to
electrical power supply.

[Link] Operation of Airplane Doors

[Link].1 General

Operation of airplane doors should only be applied after the engines have been shutdown and
the anti-collision lights have been switched off.

Procedures regarding the handling of the flight deck door and cabin doors can be found in the
FCOM and CCM.

[Link].2 Cabin Doors

WARNING: extreme attention must be paid during door operation, and any distractions from
passengers or other sources must be avoided!

For arming and disarming operations (if applicable), see sub-paragraph below.
After the door has been opened the staff concerned must ensure that the positioning of the
passenger steps or jet-way has been completed and approval to disembark has been received
from the ground personnel before crew members or passengers enter the passenger steps or
jet-way.
Passenger steps or jet-way must not be removed from the aircraft until the respective cabin
door is either already closed or the cabin crew member is in the process of closing it. Catering
trucks or ambulift must be removed before closing doors. Doors operations in strong wind or
heavy rainfalls see appropriate sub-paragraph. The operations of doors should be done only
when stairs or jet-way are in position.
When passengers are on board, the positioning of safety straps or bars at the open door is not
sufficient.

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Arming and Disarming Cabin Doors – A319

Statistics have shown high rates of inadvertent slide deployments on Boeing doors, therefore
the following procedures should be strictly followed:

Departure – A319 : normal slide or slide/raft arming procedure:

✓ the Commander order by voice the Senior Cabin Crew to close and arm the doors.
✓ Senior Cabin Crew (SCC) will order via P.A. “Cabin Crew close doors and arm slides” (if Demo
Video is working all information to the Cabin Crew must be done via inter-phone).
✓ SCC will arm door L1 after stowing the safety pin, put streamer end loop over door opening
Handle.
✓ The Cabin Crew in charge of the door will close the door if still open, arm the slide and cross-
check the opposite door after stowing the safety pin, put streamer end loop over door
opening handle.
✓ One Cabin Crew per set of doors will confirm via inter-phone to SCC that doors have been
armed and cross-check completed.
✓ Both Flight Crew will check, on the appropriate cockpit system display, that all doors are
closed and slides armed.
✓ If applicable SCC will check on Programming and Indication Module that all doors are closed
and slides armed.
✓ SCC will report to the Flight Crew that all doors are closed and armed.

Arrival – A 319: normal slide or slide/raft disarming procedure:

✓ Upon switching both engines Off, the Commander will order via switching OFF seat belt.
✓ Door disarming procedure will be performed by both cabin crew members present in the
same galley (when applicable), as follows:
• doors on the left side will always be disarmed first.
• Cabin Crew in charge of the door will disarm the slide, while other cabin crew will
monitor the operation and intervene if necessary.
• remove safety pin streamer from door handle and insert pin in position.
✓ Both Flight Crew will check, on the appropriate cockpit system display, that all slides are
Disarmed.
✓ One Cabin Crew per set of doors will confirm via inter-phone to SCC that doors have been
disarmed and cross-check completed.
✓ If applicable SCC will check on Programming and Indication Module that all slides are
Disarmed.
✓ SCC will report to the Flight Crew that all slides are disarmed via inter-phone; if
feasible, cockpit crew will let SCC to enter the flight deck to check the EICAS door page.
✓ Upon reaching SCC confirmation, the Commander will switch the seat belts sign and beacon
in the Off position. Only at this point the cabin doors may be opened. Only after checking
the “fasten seat belt” sign in the OFF position cabin doors may be opened.

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[Link].3 Compartment Doors

Opening and closing the lower compartment doors shall be performed by loading staff only
when they have been duly trained.
It will always be the duty of the startup crew or the PM to check that the compartment doors
have been closed and locked properly on completion of loading.

[Link].4 Aircraft Handling In Strong Winds And/or Heavy Rain Falls

For maximum wind strength during door operations, refer to O.M., part B. For aircraft
handling in winds exceeding 40 Kts, the following safety regulations shall be adhered to:

A. weight first the forward part of the airplane so, in order to keep the nose wheels
firmly on the ground, passengers shall embark/disembark through the forward
cabin door only.
When the airplane has the rear door(s) and the situation suggest to use it, it is
better to board small groups of passengers (that means no more than 4/5) in the
forward area, until the correct weight is reached before continuing to board in the
standard way.
B. during loading, the forward cargo compartment shall be loaded first.
C during unloading, the aft cargo compartment shall be unloaded first.
D after unloading the aircraft, all servicing equipment and passenger steps, not
immediately needed, shall be removed from the aircraft to a distance of at least 5m
and secured.

Consideration should be given to parking the aircraft nose into wind loading more fuel to act
on ballast and using extra wheel chocks

In case of heavy rain falling, any attempt should be made in order to reduce the possible water
entering the aircraft. Refer also to O.M., part A, Paragraph 8.9 or O.M., part B for further
information.

[Link].5 Cockpit Reinforced Doors Cockpit Reinforced Doors and Cockpit Door
Surveillance System Operation

Cockpit door will be closed and locked after boarding, when the aircraft passenger doors have
been closed, until aircraft passenger doors will be open to permit the disembarking (except
when deemed necessary for authorized persons to access or egress in compliance with
National Aviation Security Program).

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All a/c are provided with suitable systems to allow of monitoring from either pilot’s station
the area outside the flight crew compartment to the extent necessary to identify persons
requesting entry to flight crew compartment and to detect suspicious behavior or potential
threat. Refer also to FCOM (A 319) for details of system description and operation. On board
of the aircraft equipped with reinforced cockpit doors the following operations shall be
applied:

• All the Crew members will receive by special communications two secret entry codes: the
Normal Entry Code and the Emergency Entry Code. These two codes must be considered
classified and known by heart.
• Cockpit door will be kept closed for all phases of flight, from passenger door closure after
boarding until aircraft passenger doors will be open to permit the disembarking, except
where authorized entry is approved. In some country (i.e. USA and UK) the reinforced door
must be kept closed before the first passenger is embarked and after the last passenger is
disembarked.
• Every time the door is closed it will automatically lock (if the aircraft is electrically
powered).
• During turnaround the door should be left physically open.
• PM will contact SCC using inter-phone system at an appropriate time before take-off to
confirm that cabin is secure for takeoff.
• PM will contact SCC using inter-phone system at an appropriate stage during climb after
passing 10.000ft for giving authorizations to start cabin service.
• If during flight a Flight Crew wishes to make contact with cabin crew, the normal call/inter-
phone system should be used. Cabin Crew should also use this facility to contact the
cockpit. Before entering the cockpit with food/drinks, etc. voice contact with the flight
crew must be made using the inter-phone system or the Cockpit Door Surveillance System
(video camera).
• PM will contact SCC using inter-phone system at a convenient stage during the approach
to confirm that cabin is secure for landing.

The procedures for normal entry in the cockpit are as follows:

• Cabin Crew member keys the Normal Entry Code on keypad (except when on “inter-phone
silence” during take-off and landing);
• PF will take control of the radio.
• PNF/PM will identify person requesting entry on the screen.
• PNF/PM will authorize access by using the DOOR LOCK Toggle switch

If the Cockpit Door Surveillance System is not operative following procedures will apply
(consider the Cockpit Door’s Surveillance System fully inoperative, even if just one item of the
system is inoperative, i.e. one camera, one push-button etc…):
• Cabin Crew, unless called by cockpit with the Emergency Call system, makes contact using
inter-phone (not required if the Cockpit Door Surveillance System is installed and
operative).

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• PF will take control of the radio and PNF will answer to inter-phone.
• On arrival at the cockpit door, key the Normal Entry Code on keypad. Buzzer will sound in
the cockpit.
• Before opening, Flight Crew members/ Pilot Monitoring (PNF/PM) must look through the
Spy Hole to identify Cabin Crew member (the Galley Curtain, when present, must be kept
open for the whole flight).
• PNF/PM will authorize access by using the DOOR LOCK Toggle Switch located on the centre
pedestal. If UNLOCK is selected a green light will illuminate on the keypad, allowing the
Cabin Crew-member to open the door.
• If a Pilot selects LOCK a red flashing light will illuminate on the keypad notifying the Cabin
Crew that access has been denied.
• If a Flight Crew member needs to leave the flight deck for physiological reasons, Cabin
Crew should be advised so that the area around the galley close to the cockpit area is kept
clear. A cabin crew member must enter in the flight deck before the pilot leaves, and
remain there until the pilot returns, unless in case of augmented flight crew situation. The
cockpit will be always occupied by a minimum of two persons. If jump seat is occupied the
jump seat passenger should be fully briefed on the door opening procedures.
• The pilot will follow the normal entry procedures as stated above for cabin crew members
returning to the flight deck.
• For flights with a flight time higher than 120 minutes, or for sensitive flights, an additional
crew member is needed into the flight deck that is not part of the minimum crew required
for the flight. Relevant flights that require additional crew members are monitored by FDD
as soon as MEL is opened and CMD ensures that this procedure will apply accordingly. If
failure arises during flight, additional crew member will be considered starting from the
next main base operations.

For abnormal operations the following will apply:

• If a pre-planned emergency arises the Commander should use the normal communication
procedure as stated in 8.3.18. Inter-phone communications are not as effective as face to
face communications; therefore SCC will directly dial the entry code without using the
inter-phone procedure. The Commander may consider unlocking the cockpit door during
emergency situations if such course of action is deemed appropriate;
• If both pilots become incapacitated the only way to unlock the door is by using the
Emergency Entry Code on the keypad. If the Toggle Switch in the cockpit is not put in LOCK
position, the door will open for 5 seconds.
• If an enter with the emergency keypad is made (see point above) the door will unlock after
30” and in this period the cockpit buzzer will sound continuously. If the Flight Crew
members are not incapacitated they should suspect an unauthorized attempt to access
the cockpit and therefore switch the Toggle Switch to LOCK position.
• In case of emergency the pins that lock the Decompression/Escape hatch should
be pulled to allow safe escape.

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[Link] SAFETY ON THE RAMP

[Link].1 General

Detailed instructions for ground personnel on all phases of the ground handling of aircraft
and in respect of ramp safety procedures are contained in the appropriate Manuals.
Flight and Cabin Crew, and Commanders in particular, are expected to familiarize
themselves with these instructions and with the information to be found in the relevant
sections of the O.M., part B. In addition, the Flight Crew are expected to familiarize
themselves with the information contained in the O.M., part C about parking and
marshalling procedures in use at any aerodrome into which they are to operate.

[Link].2 Post Flight Marshalling

If for any reason on arrival on the ramp there is no ground handling staff available, the
Commander shall provide Cabin Crew for the safe marshalling of passengers while
they remain airside. Commanders will not leave unattended airplane for any reason if
disembarking and unloading operations are not ultimate.

[Link] Start-up, Ramp Departure and Arrival Procedures Including Push-Back and
Towing Operations

[Link].1 General

Start-up, ramp departure and arrival procedures must be done in accordance with O.M.,
part B and C. In addition to the above, it is LWA’s policy that when the aircraft is on the
ground (either moving or not moving) the Pilot Flying (PF) is the crew member
1 (CM1).

If it is briefed that the PF is supposed to be the CM2, he will become PF when the airplane is
lined-up on the runway and ready for take-off and he will quit this rule at the end of the
landing roll or when appropriate, upon decision of the Commander. Exceptions to this
disposition will be done for training purposes.

Before taxiing (as well as before taking-off, landing and deemed necessary in the interest of
safety), Commander must be sure that:

- All exit and escape paths are not obstructed.

- All equipment and baggage is properly secured.
- All relevant emergency equipment remains easy accessible for immediate use.

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[Link].2 Taxing

LWA’s aircraft shall not be taxied on a movement area of an aerodrome unless the person
seated at the controls is:
A. a flight crew member qualified to do it.
B. a person who has been duly authorized by LWA and is competent to:
- taxi the airplane.
- use the radio telephone; and
Has received instruction in respect of aerodrome layout, routes, signs, marking, lights, air
traffic control signals and instructions, phraseology and procedures, and is able to conform to
the operational standards required for safe airplane movement at the aerodrome. At this
stage, only qualified flight crew member can taxi an airplane.

When flight crew are taxing an aircraft, on two-crew aircraft there should always be a pilot
qualified on the type in one seat plus a suitable person e.g. a pilot not necessary qualified on
the type, or a ground staff member qualified in aircraft ground handling. When an aircraft is
being towed or pushed by tractor, the responsibility of the Commander is limited to ensuring
that the procedures for operating crew are correctly carried out.

Avoidance of collision during these maneuvers is the responsibility of the engineer in charge
of the ground crew. All push back and towing procedures must comply with appropriate
aviation standards and procedures. LWA will ensure that pre or post taxi positioning of
the airplane is not executed by tow braless towing unless:

- an airplane is protected by its own design from damage to the nose wheel steering
system due to tow barless towing operation, or
- a system/procedure is provided to alert the flight crew that such damage may have or
has occurred, or
- the tow braless towing vehicle is designed to prevent damage to the airplane type.

However, operating crew should of course warn the engineer if they become aware of a
potential hazard or if they receive instructions from ATC to halt the operation, but they should
not take any other action unless requested to do so by the engineer

[Link].3 Runway Incursion Prevention Procedure

In line with the ICAO Action Plan for the Prevention of Runway Incursions being conducted by
IATA, the following are additional procedures to be followed by all crew members during taxi:

 Red stop bars Pilots shall not cross red stop bars when lining up or crossing a runway,
unless contingency procedures are in force, for example to cover cases where the

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 stop bars or controls are unserviceable. If a clearance to cross a red stop bar is
received, query ATC.

 Clearance to cross a runway Pilots shall ensure that a specific clearance is obtained
from ATC to cross any runway; this includes non-active runways. Clearance to cross
a runway will always be read-back by pilots to ATC.

 Line-up clearance When receiving a clearance to line-up on the active runway, Flight
Crew must advise ATC if they will need to hold on the runway for more than 90
seconds beyond the time they would usually be expected to depart.

[Link] Servicing of Airplanes

Servicing must be done in accordance with O.M., part A, B and C.

[Link] Documents and Forms for Airplane Handling

[Link].1 General

Documents and forms are used for legal purposes and are concerning the airplane, the crew,
the passengers and the cargo load.
They are:
♦ General Declaration: It is the main document for the airplane, crew, passengers
and cargo. It must be done on request of the out-going and / or in-coming Authority.
The General Declaration is usually done by the handling employers, but it can be
done by the Commander if needed. The Declaration of Health (which is a document
with the same characteristic of the General Declaration) is part of the General
Declaration.
♦ Passengers : Manifest This is a list of the passengers’ name and it is used to check
them upon departing and arriving. . It must be done on request of the out-going and
/ or in-coming Authority.
♦ Cargo Manifest: This is the document certifying the cargo loaded on the airplane.
It must be noted that the passengers’ baggage is not considered cargo load. It must
be done on request of the out-going and / or in-coming Authority.
♦ Other documents: Depending on airplane transit / destination, the filling of other
specific documents can be requested.

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[Link].2 Information Retained on the Ground

At least for duration of each flight or series of flights the following documents must be
released to the ground operator:
✓ a copy of the operational Flight Plan.
✓ a copy of the relevant part(s) of the airplane technical log.
✓ a copy of the last up-date mass and balance documentation.
✓ a copy of Special Loads notification (if applicable)

[Link].3 Records To Be Filled

At the end of the flight the Commander is responsible for the completion of the following flight
records:
✓ Aircraft Technical Log Book.
✓ Main Report and Flight Information/Voyage & Duty Hour report (at the end of the last flight).
✓ Cabin Defect log Book.
✓ Captain’s Report (at the end of the last flight).
✓ Flight Plan or Fuel Planning & Navigation /Computer Log with the signature to validate it.
✓ Engines Monitoring Log (if applicable).

8.2.3 Procedures For The Refusal Of Embarkation

The airplane Commander has the statutory authority to refuse entry to his airplane of
anyone whose presence in flight could represent a hazard to the safety of the airplane or its
passengers. Such persons may include those suspected of being under the influence of alcohol
or drugs to the extent that the safety of the airplane or its occupants is likely to be
endangered or of suffering from any form of mental or physical illness which could put the
remaining passengers at risk. In the case of known or declared illnesses, refer to proper
paragraph within this chapter.
In order to assist the Commander in the proper exercise of his authority, all company
personnel engaged in passenger handling and loading, including other Crew members,
handling agents and check-in personnel, should alert the Commander if at any time they
consider that the condition of particular passengers could jeopardize the safety of a proposed
flight. If difficulty is encountered in dealing with such passengers, particularly those who may
require physical restraint, the assistance of the aerodrome, or local police should be
requested.

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[Link] Unruly/disruptive Passengers

[Link].1 Policy

♦ Classification
Generally Unruly/Disruptive Passengers can be classified into the following main
categories:
- Those who disregard repeatedly the instructions of the crew.
- Those who behave abusive in general.
- Those who strictly refuse to follow the company regulations (non-smoking, use of
electronic equipment, etc.).
- Those who commit acts of threatening, harassment or aggression against a Crew
member or other passengers.
- Those related to the use of excess alcohol or the use of both prescription and non-
prescription drugs.

(between the time the aircraft doors are closed before departure and the time they are re-
opened upon landing).

♦ General Policy
Unruly or drunken behavior at check-in, at the gate, in lounges or on board the aircraft
conflicts with our goal to be a safe and secure airline and lowers the level of customer
satisfaction felt by other passengers. It also places additional and often unacceptable
burdens on Crew Members and ground staff. Therefore LWA will:
- We will not condone any physical or verbal assault by passengers on our employees
whilst they are on duty.
- We will not condone any disorderly or drunken behavior by passengers or any
person on board our aircraft.
- To empower crews and ground staff to take reasonable steps to prevent disruptive and
drunken behavior and, where necessary, to deal with it as effectively as practicable
including refusal of carriage of passengers who have the potential for
creating disturbances on board the aircraft and who therefore could endanger the flight
safety or any person.
- To encourage the police to prosecute disruptive and drunken passengers in appropriate
cases, especially where there have been assaults on LWA’s staff.
- To assist and support Crew Members and ground staff who are required, after an
incident, to give witness statements to the police or to appear in court proceedings
when passengers are prosecuted.
- To provide appropriate training to crew and ground staff in dealing with conflict and
its aftermath.

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- To deny future carriage to abusive passengers who remain a threat to employees or the
company.
- The above policy can only effectively be implemented if all staff is fully aware of their
rights and responsibilities, if they receive appropriate guidance and training and are
provided with the necessary tools to enable them to carry out responsibilities.
- Prevention of a disturbance should be the main aim of any education program and
should be the concern to all staff that comes in contact with our customers.

♦ Special Policy Alcohol and Drugs.

- General
- Drunken passengers are a danger to themselves and others when on board the
aircraft, especially in the event of an emergency situation.
- It is the responsibility of passengers not to be drunk or get drunk on the aircraft.
- LWA has therefore established a policy in regard to drunken passengers (see page
policy).
- Boarding
- A passenger who boards a LWA aircraft when drunk conflicts with our goal to be a safe
and secure airline and lowers the level of customer satisfaction felt by other passengers.
- General Conditions of Carriage entitle to refuse travel. LWA will therefore support all
crews and ground staff who deny boarding to drunken passengers.
- Alcohol must never be served to any passenger on board LWA aircraft.
- Drunkenness on board the aircraft
- Often disruptive incidents and assaults on board are caused by excessive drinking. It is
therefore important that crews should exercise discretion in serving alcohol to
passengers who appear to be near the limits of drunkenness. If there is any doubt in the
minds of Cabin Crew they should act on the side of caution and tactfully refuse to serve
the passenger with more drinks.
- When in doubt, cabin staff should refer to the Commander for guidance and the
Commander must be informed immediately if a passenger’s behavior threatens flight
safety or the safety of other passengers or the crew.
- Drugs
- The use of drugs is not allowed on board of LWA’s airplanes. It must be kept in mind,
however, that safety of passengers, crew and airplane itself is the main important thing.
- No alcohol in the cockpit
- Alcohol must never be taken into the cockpit.

[Link].3 Legal Aspects

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General Conditions of Carriage of Passengers and Baggage Commander may refuse carriage or
onward carriage of any passenger if, in the exercise of his reasonable discretion, the Commander
finds it necessary:
• For reasons of safety, or
• In order to prevent violation of any applicable laws, regulations, or orders of any
State or country to be flown from, into or over, or
• Because the conduct, age, or mental or physical state of the passenger .
• require special assistance of or
• cause discomfort or make himself objectionable to other persons or to
property, or
• involve any hazard or risk to himself or to other persons or to property, or
• because the passenger has failed to observe the instructions of LWA
• Tokyo Convention The Tokyo Convention comes into effect as soon as doors are
closed.

1. The aircraft Commander may, when he has reasonable grounds to believe that a person:
- has committed, or is about to commit, on board the aircraft, an offence, or
- acts which, whether or not they are offences, may or do jeopardize the safety of the
aircraft or of persons or property therein or which jeopardize good order and discipline
on board.
- impose upon such person reasonable measures including restraint, which are necessary:
▪ To protect the safety of the aircraft, or of persons or property therein, or
▪ To maintain good order and discipline on board, or
▪ To enable him to deliver such person to competent authorities or to
disembark him in accordance with provisions of the Tokyo Convention. (see sub-
chapter 10.1.)
In such a case the Commander has the duty to notify the Authority of the
State of intended landing, stating the reasons for his decision.
2. The aircraft Commander may require or authorize the assistance of other Crew Members
and may request or authorize, but not require, the assistance of passengers to restrain any
person whom he is entitled to restrain.
3. Any Crew Member or passenger may also take reasonable preventive measures without
such authorizations when he has reasonable grounds to believe that such action is
immediately necessary to protect the safety of the aircraft, or persons or property
therein.

4. The aircraft Commander may:

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 In so far as it is necessary for the purpose of the above Sub-paragraph,

disembark in the territory of any State in which the aircraft lands any person
who he has reasonable grounds to believe has committed, or is about to
commit on board the aircraft an act contemplated in Sub-paragraph above.

 deliver to the competent authorities of any Contracting State (Tokyo

Convention) in the territory of which the aircraft lands any person who he has
reasonable grounds to believe has committed on board the aircraft an act which,
in his opinion, is a serious offence according to the penal law of Albania.
[Link].3 Assault by Passenger on Crew Members

In the event that a Crew Member is physically or verbally assaulted by a passenger, he/she
should:
- report the assault to the Commander who will request for Police/Security to meet
the aircraft on arrival;
- refer the matter to Police/Security to meet the aircraft;
- initiate legal procedures.

Sometimes the Police/Security Authorities may not wish to take legal action against the offender.
Crew desiring to institute legal proceedings should initiate the following course of action:
- lodge a police report immediately after incident and, if possible, obtain copy of the
report.
- the commander should act as the company’s representative and accompany the crew
member to assist in filing the report. The senior cabin crew should be present if any
Cabin Crew member is involved.
- at stations abroad, the Station Manager or a Senior member of his staff will assist the
commander and the crew member involved in their dealings with the Police and/or
local authorities.
- inform Security via the Operations’ Room immediately, if necessary by A cars ,
Telex, Fax, Phone.

Security will advise the FOPH, who will then take the proper actions to assist the crew member in
the proceedings, assuring Legal Assistance if necessary. Besides criminal proceedings, it is open to
the employee to pursue a civil action for the assault.

[Link].4 Handling Procedures for Unruly Passengers

Pre-Flight

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During pre-flight, several possibilities exist for staff to recognize the potential troublemaker.
These include check-in, the lounges and the boarding gate. Given the emphasis during this phase
on “prevention” training is being provided to ground staff in ways to avoid or prevent a violent
situation so that it will not be transferred to in-flight. Initial action to refuse carriage will usually
be taken by the Duty Manager, or the senior staff member present, who must exercise discretion
whether to:

✓ exclude the unruly passenger from the flight and make a record in the day log and advice
Security immediately.
✓ confer with the Commander to decide on the appropriate course of action if allowing the
passenger to travel is being considered and inform Security accordingly.

Station Managers have clear guidelines on the correct procedure to be followed when this course
of action is considered appropriate. Once a passenger has been identified as a potential
troublemaker, and the decision is made not to refuse carriage, the Senior Cabin Crew must be
informed so that special attention can be given. For the above reasons, and to help personnel
making a correct assessment and taking the appropriate course of action the following
classification is made regarding passenger behavior:

• LEVEL 1
At this level Libyan Wings or handling agent personnel needs to evaluate, based on the
passenger behavior, whether he should be boarded or not, in such case, and until a final
decision is made, it is advisable to keep the passenger’s luggage on stand-by.

• LEVEL 2
In such a case Libyan Wings or handling agent personnel will deliver to the unruly passenger
the ADVICE 1, and decide whether to proceed for boarding or to refuse embarkation, based
on the facts occurred and on the passenger conditions. In case of denied boarding company
or handling agent personnel will inform the Airport Police Authorities, giving reasons and all
the details. If a decision is made to board the passenger, good behavior on board will be agreed
with the passenger, and ground personnel will immediately notify the Crew, stating all details.
Ground personnel will also file an “Unruly/Disruptive Behavior Incident Report” (Attachment
).

Note: For level 1 and for those level 2 cases were a decision is taken to board the passenger, the
following security measures will be taken:

- detailed inspection of the passenger and of his hand and hold baggage.
- pre or post-boarding, in agreement with the Commander of the flight.

- assignment of seats away from corridors and/or emergency exits.

- ensure Constraint Kit is available, to be used in-flight should the situation require it.

• LEVEL 3

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In such a case Libyan Wings or handling agent personnel will deny boarding to the
unruly/disruptive passenger, inform immediately the Airport Police Authorities giving full
details and fill out an “Unruly/Disruptive Behavior Incident Report “ (Attachment).
Consideration should be given to the opportunity of initialing legal actions against the
passenger, collecting all available witnesses.

In-Flight
♦ Cockpit Crew.
Aircraft Commanders should be thoroughly familiar with the powers bestowed on them by
the Tokyo-Convention and these powers should be exercised whenever warranted. The
Libyan Wings will give the Commander full backing anytime these powers are legally used.
Anytime the Commander considers that a passenger’s behavior jeopardizes the safety of the
aircraft or persons on board, he should decide on necessary actions.
The Commander should, as early as possible after incident, communicate to Operations
Room his decision and action taken. Ops Room will inform the Flight Operations Manager
the Duty Officer Security and the Station Manager at station of arrival.
Early communication of the Commander’s decision is essential to allow competent
personnel to determine the best course of action when aircraft lands. An
“Unruly/Disruptive Behavior Incident Report” (Attachment ) forms the basis of a formal
complaint on arrival and a copy shall be handed over to the authorities.
♦ Cabin Crew
If at any time, a Cabin Crew notices unusual behavior on the part of a passenger, the
Senior Cabin Crew must be advised. If a passenger’s behavior result from the non-
observance of a legal requirement, than the Senior Cabin Crew is to clearly advise the
passenger of the regulation. The passenger is to be left in no doubt as to legal requirements
if this exists. Act according the following levels, after discussion with the Commander:

✓ The Commander should be informed whenever possible before any action is taken with
problem passengers in the cabin and kept informed of all developments.
✓ Verbal warning to passenger (same wording as on written notice to passenger).
✓ Complete a Disturbance Report. Remember Commander’s signature.
The authorities will be called to meet the passenger at the arrival station for positive
identification of the passenger.

LEVEL 1
At this level, if necessary, the Crew will give to the unruly/disruptive passenger the NOTICE N.1,
in order to recall his attention on the appropriate behavior to be kept on-board.

LEVEL 2

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In this type of situations the crew will deliver to the passenger the NOTICE N.1, in order to recall
his attention on the appropriate behavior to be kept on-board.
Should the aggressive behavior continue, the Commander and the Senior Cabin Crew will
evaluate the situation and eventually decide to deliver to the passenger the NOTICE N.2
(Notice of rules violation). In this case the crew will have to fill an “Unruly/Disruptive
Passenger Report” (Attachment ).

LEVEL 3
In these extreme circumstances the Commander, based on the information given by the
Senior Cabin Crew, will evaluate the possibility of restraining the unruly/disruptive passenger,
using the Constraint Kit available on-board. As a general rule the constraint can be maintained
only until the next airport of landing, unless the passenger agrees to continue the flight to the
final destination in such conditions. Also in this case the crew will have to fill an
“Unruly/Disruptive Passenger Report” (Attachment ).

Arrival Post Flight – Ground Services/Security

The support that can be expected from ground services and security staff at the arrival station will
depend on local set-up. Advice on what assistance to expect at each station must be made available
to Commanders immediately. Some situations could be judged by the Commander to be serious
but may not warrant a formal complaint to local authorities. However, the mater shall be
reported to the Flight Operations’ Department to follow up action either verbal or in the form of
a letter to the customer considered.

LEVEL 1
At this level, if following the delivery of NOTICE N. 1, passenger behavior has returned within
the norm, no further action is required.
LEVEL 2
For this level, based on the severity of events occurred, the Commander/Airline or the
Handling Agent will evaluate the need to inform the Airport Police and the option to initiate legal
procedures against the passenger for damages suffered.
LEVEL 3
At this level the Commander/Airline or the Handling Agent have the obligation to report in
detail to the Authority and to the Airport Police all events occurred. Personnel directly
involved in the events will evaluate the option to initiate legal procedures against the
passenger. The Airline/Handling Agent will also have the option to initiate legal procedures
against the passenger for damages suffered.

Written Statements
The Senior Crew Member should obtain statements or whatever evidence from other passengers
about the incident. Details of witness names and addresses should be noted. Other details which
will be useful to the Police will be aircraft registration, Commander’s name, aircraft position and
time of incident, name, nationality (if available) and details of the journey of the unruly person.

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Notify destination station and Security immediately. The Commander should notify the station of
arrival as well as Ops Room of the situation on board, requesting for the Police and a LWA
representative to meet the aircraft on arrival.

Additional Consideration
Signatory countries to the Tokyo-Convention are obliged to take custody of such passengers. The
Commander has the obligation to deliver evidence and information to the authorities at the point
of landing. The Commander, any Crew member and any passenger are relieved from responsibility
in any proceeding for necessary and reasonable action taken in accordance with the Tokyo-
Convention. Measures which are unnecessary for the purposes outlined will not entail immunity.
Under the law, a physical or verbal assault can only take place against an individual, not against a
corporation. This is the reason why a Crew member must report and initiate legal action. A crew
member, who has been assaulted, has the right to file an individual civil or criminal complaint
against the offender or offenders. However, utmost consideration must be given to the possible
consequences before initiating any complaint. Assistance is available beforehand through Security
and the Legal Personnel.

Procedures on Ground (Hand-over to Police)

Upon arrival, the Commander shall make a Public Announcement, requesting all passengers to
remain seated. The Senior Cabin Crew will co-ordinate with the Commander to identify the unruly
passenger to the authorities.
LWA ground staff is to ensure that Police/Security personnel meet the aircraft on arrival. When
Police assistance arrives at the aircraft, the Commander should communicate with them using a
form of words which approximates the following:

“It is alleged that an incident has occurred on this flight, threatening the safety (or good order
and discipline) of the flight and I wish you to investigate it. The following persons were present at
the incident”…

The Commander should make a Police report and also make available to the Police the written
notes and details from witnesses. It must be noted that whenever law enforcement officers are
called to meet the flight, written statements will be taken on arrival and crew may be
interviewed. If the incident had occurred and been reported outside Albania, it must be reported
by the Commander to Security immediately. A violent or unruly passenger may be disembarked in
any country where the aircraft lands: irrespective of whether the passenger is a Foreign. However,
the Commander must report any disembarkation and the reason of it:

✓ to the appropriate authority in the country of disembarkation and,

✓ to the appropriate diplomatic or consular office of the passenger concerned (if nationality
is known) and Libyan diplomatic or consular office. If the Commander, having taken all
reasonable steps, is unable to make the report, then Senior member of the LWA ground staff
should be asked to ensure that the report is made.

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If the Commander believes the passenger has committed a serious offence under the law in force
in Libyan, he may deliver that person and give notice before or as soon as reasonable after
landing, of the delivery and the reason for it:

✓ in Libyan to a Police Officer of the airport police or in any other country which is a Tokyo-
Convention country to an officer having similar functions.
✓ in either case to the appropriate diplomatic or consular office of the country of nationality
of that person (if known).

[Link].5 Ground Procedures For Handling Of Unruly Passengers

Under sa’s conditions of carriage, the carrier may refuse carriage of any passenger for reasons of
safety or if, in the exercise of its reasonable discretion, the carrier determines the conduct or
physical state of the passenger is such as to:

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✓ cause discomfort or make himself/herself objectionable to other persons or to property, or

✓ involve any hazard or risk to himself/herself or to other persons or to property.

Check-in/Boarding
During check-in or in the lounge or at the boarding gate the following procedures must be
observed:

✓ Staff shall report any observation of unusual passenger behaviour at check-in, in the
lounges or at the boarding gate to the Superior. The baggage of such passenger must be
checked in on standby basis.
✓ The baggage of a transfer passenger with unusual behaviour shall be put on standby as well.
✓ The Superior is to approach the passenger and assess the situation and if in his/her opinion
the passenger is unfit for travel, inform the duty Manager or Station Senior.
✓ The Duty Manager or Station Senior is empowered to exclude any passenger from the flight
in accordance with the company’s conditions of carriage and his/her action will be fully
supported by the Management.
✓ Should a passenger be excluded from the flight, the following procedures must be
observed:

▪ Local authority should be informed to stand-by at the counter or boarding gate, if

necessary.
▪ If a passenger is offloaded, the passenger’s baggage must be offloaded and
amendment made to the check–in records and relevant on-board documents
▪ Return uplifted tickets and airport tax (if applicable) to the passenger.
▪ If necessary, assist the passenger to clear airport formalities.
▪ If necessary, assist in hotel accommodation or transportation for the passenger and
ensure any expenses are put on the passenger’s own account.
▪ Send a potential complaint report to Security for follow up action and record the case in
the station log with specific details of the passenger’s state, i.e. intoxicated, general abuse,
etc.
▪ If the Duty Manager or Station Senior accepts the passenger for travel, the following
procedures must be observed:
▪ confer with the Aircraft Commander to decide for his final decision on the appropriate
course of action;
▪ the case should be recorded in the station log with specific details of the passenger’s state
for further reference;
▪ security to be informed accordingly.

After Boarding
If the passenger is to be offloaded after boarding, the following procedures must be observed:

✓ the Commander will inform the ground staff or Duty Manager;

✓ the Duty Manager is to notify the local authority to stand-by at the gate, if necessary, to
offload the passenger;

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✓ offload passenger’s baggage and amendment is to be made to the check-in records and the
relevant onboard documents;
✓ return uplifted tickets and airport tax (if applicable) to the passenger;
✓ if necessary assist passenger to clear airport formalities;
✓ if necessary, assist in hotel accommodation or transportation for the passenger. Expenses
are on passenger’s own account.
✓ send a potential complaint report to Security by telex for follow up action and the case
should be recorded in the station log with specific details of passenger’s state, i.e.
intoxicated, general abuse, etc.

Arrival
If during flight an unruly passenger is identified and action is necessary at the airport of arrival, the
following procedures must be observed:
✓ The Commander will inform OPS, Duty Officer Security and the concerning station of arrival
for the course of action to be undertaken on arrival.
✓ The Duty Manager or Station Senior is to notify the local authority to stand-by on arrival at
aircraft-side.
✓ retrieve and return baggage to the passenger, if she/he is being detained by the local
authority. Inform the Libyan Embassy or Consular office and of the respective passenger’s
nationality.
✓ if necessary, assist in hotel accommodation or transportation for the passenger and ensure
that any expenses are on the passenger’s own account. Send a potential complaint report to
Security by telex for follow up action and record the case in the station log with specific of the
passenger’s state, i.e. intoxicated, general abuse, etc.

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8.2.4 De-icing and Anti-Icing on the Ground

[Link] Responsibilities

A Commander will not commence take-off unless the external surfaces are clear of any deposit
which might adversely affect the performance and/or controllability of the airplane except as
permitted in the Ops Manual Part B.

A Commander will not commence a flight nor intentionally fly into expected or actual icing
conditions unless the airplane is certified and equipped to cope with such conditions. LWA’s aircraft
are equipped to operate in icing conditions as for OPS 1.675. Flight crew, should icing conditions
being encountered during flight, apply the procedures and limitations reported in OPS Manual
part B.

[Link] General
The information and guidance in this section is an outline of the general precautions which must
be taken during operation in cold weather conditions. Specifically, Company operated aircraft are
to be de-iced and anti-iced in accordance with the procedures defined and listed in the AOM and
Maintenance Manuals. It is expected pilots will familiarize themselves with the contents of this
section of this Manual and with the relevant sections of the OM Part B and C (AOM and Route
Manual).

[Link] Icing Conditions

Icing conditions exist when:

A. The OAT on the ground or TAT in-flight is 10 °C (50°F) or below; and

B. Visible moisture in any form is present (such as clouds, fog with visibility of one mile or less,
rain, snow, sleet, ice crystals) or there is standing water, slush, ice or snow on the ramp,
taxiways or runways.

[Link] Ground Precautions

Operations Manual, part B and C, (AOM and Route Manual) reports information about this topic
and must be known in order to have a better understanding of the subject. During pre-flight
inspection, the Commander is responsible for ensuring that all snow and ice which could affect the
safety of the aircraft is removed. Care must be taken to clear any snow or slush, from control
surface shroud gaps, balance panel areas, engine and turbo-compressor inlets, wheel wells and
static ports. If snow in these areas melts, subsequent freezing can interfere with their functions,
particularly control surface movements. If there is any doubt a close inspection should be made,
using a ladder if necessary followed by a full control check.
Frost, ice and snow must be removed from the upper surfaces of the wings, stabilizer and
associated panels including engine intake

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When Take-Off is delayed the Commander must satisfy himself that the surfaces remain free of
further deposits. It is possible for tires to retain enough heat to melt snow or ice on the ramp
which then refreezes in a short period of time.

When a tire is frozen to the ramp enough distortion can take place to break the seal at the rim and
cause partial deflation of the tire. After de-icing, the Commander is responsible for verifying that
the aircraft is free of snow or ice contamination, before start up or push back.
When snow or freezing rain is failing, de-icing should take place so that the time between de- icing
and Take-Off is kept to a minimum, never exceeding the Hold Over Time. The wing, particularly
the leading edge, must be free of contamination at the time of takeoff.

If, because of long taxi times or other delay to departure, the wing leading edges cannot be
assumed to be clean, they should be inspected. If necessary a return to the ramp should be made
in order to do so. If conditions warrant it, departure should be delayed until conditions improve.
During taxi in icing conditions, engine anti-icing should be used as prescribed in the AOM.
Taxing close behind another aircraft should be avoided as this may cause adherence of ice on the
wing leading edges and engines.
At en-route stops where no fuel has been uplifted, the temperature of the fuel remaining in the
tanks is often below the freezing temperature of water.
If it is raining, water can run down the underside of the wing and will freeze in the area of the fuel
tanks.

A considerable thickness of ice may form in this manner and may require removal before
departure. Dripping water or liquids from water supply systems, toilets, blocked drains or vents
may freeze on the ground or in the air. Pilots should be alert on this problem and during pre-flight
inspection should check closely for dripping, leakage, ice built-up and blocked drains or vents.

[Link] Definitions

[Link].1 Hoarfrost

A rough white deposit of crystalline appearance formed at temperatures below freezing point, it
usually occurs on exposed surfaces on a cold cloudless night. It frequently melts after sunrise. If it
does not, an approved de-icing fluid should be applied in sufficient quantities to remove the
deposit. Generally, hear frost cannot be cleared by brushing alone.

[Link].2 Thin Hoarfrost

Thin hoarfrost is a uniform white deposit of fine crystalline texture, which usually occurs on
exposed surfaces on a cold and cloudless night, and which is thin enough to distinguish surface
features underneath, such as paint lines, marking or lettering.

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[Link].3 Rime

A rough white covering of ice deposited from fog at temperatures below freezing point. As the fog
usually consists of super-cooled water drops, which only solidify on contact with solid object, rime
may form only on the windward side or edges and not on the surfaces. It can generally be
removed by brushing, but when surfaces as well as edges are covered it will be necessary to use an
approved de-icing fluid.

[Link].4 Glaze Ice or Rain Ice

A smooth coating of clear ice formed when the temperature is below freezing point and
freezing rain contacts a solid surface - can only be removed by de-icing fluid.
Hard or sharp tools should not be used to scrape or chip the ice off as this can result in damage to
the aircraft.

[Link].5 Snow

Dry Snow (usually experienced when temperatures are below freezing) can be brushed off easy
whilst Wet Snow (usually experienced in temperatures above freezing) is more difficult to
remove, being sufficiently wet to adhere.
Neither type of snow should be removed from any surface of the aircraft by application of de- icing
fluid, since this causes dry snow to stick by wetting the skin.

Moreover, the dilution of de-icing solutions with melted snow can result in the mixture re-
freezing and becoming more difficult to remove unless hot spray equipment is used.
De-icing fluid may be used when an aircraft is free of snow and should be applied not more than
fifteen minutes before departure if wet snow is failing.
However, the fluid may become diluted if it is snowing during a delayed Take-Off and further
applications will then be needed.

[Link] Removal of Frost, Ice or Snow

If the de-icing fluid is of a non-volatile nature and if an excess is used, its weight can result in an
aircraft's controls being under mass balanced and thus cause control flutter.
It is therefore important, particularly if it is applied hot, to avoid using an excessive amount.

Both types of snow can be removed from the fuselage of a large aircraft by using a long soft rope
with a man at each end see-sawing the rope along.

This should be done before the aircraft interior is heated to avoid the possibility of melting snow
re-freezing as it runs down the side of the fuselage.

Snow can also be removed from the wings and tail plane by using long handled brooms but,
whenever possible, the direction of brushing should be away from control gaps and hinges to

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prevent snow packing into these areas. It is emphasized that it is not sufficient to treat the control
surfaces only.

Control of the aircraft may be seriously affected by any residual irregularities on partially cleared
surfaces or by any lack of symmetry if some parts are thoroughly cleared and others not. The
fuselage, wings and tail-plane should therefore be treated as well as the control surfaces.

[Link] De-Icing/Anti-Icing

The most common de-icing technique uses FPD (Freezing Point Depressant) fluids - all are of the
Ethylene Glycol to aid the de-icing process and to provide a protective film of FPD to delay
formations of frost, snow or ice.

Because of the many variables involved, quantitative judgments of the time available between the
ground de-icing process and Take-Off cannot be reliably made. It should be noted that pure glycol
will freeze at warmer temperatures than when mixed with water. Pure glycol should therefore
not be used in non-precipitation conditions.

Either hot or cold FPD fluids are acceptable. Heated fluids are more effective in the de-icing
process. Unheated fluids generally have a longer effectiveness when used for anti-icing purposes.

Once it has been determined through pre-flight inspection that the aircraft is clean and
adequately protected, Take-Off should be performed as soon as possible. This is particularly
important in conditions of precipitation or high relative humidity. Just prior to Take-Off, a
visual pre Take-Off inspection should be made by the flight crew, and a decision whether or not
to take off made by the commander.

[Link].1 Fluid Types

Type I de-icing fluids have a glycol base with corrosion inhibitors. Certain de-icing fluids (Type II)
in common use contain thickeners. When these fluids are applied concentrated and
unheated for anti-icing purposes, a film of the fluid remains on the treated surface. During Take-
Off the fluid film forms a network of ridges in random directions whenever the temperature is -
10°C or below.

Aerodynamic tests of the possible effects of these fluids on wing characteristics are continuing but
there is some evidence that there are adverse effects on stall characteristics at -10°C and below.

When Type II fluids are used in temperatures below -10°C pilots must satisfy themselves that any
excessive fluid on the wing surfaces has drained off the aerodynamic surfaces before departure
to prevent performance degradation.

Fluid Types use

The following fluids have been cleared for use on Operator aircraft, provided they are used in
accordance with the manufacturer's instructions.

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Qualified Type I Deicing/Anti-Icing Fluids

Company Name Fluid

Name
Ark ton Ltd. Artica DG
Aviation Xi’an High-Tech KHF-1
Battelle D3: Degradable by Design Deicer ADF 1006A

Beijing Wangi Aviation Chem. Prod. Co. KLA-1

Chemical Specialists and Development Priest Wing Deicer
Clarian safe wing MPI 1938 TF

Clarian safe wing MPI 1938 TF Pre-mix

Clarian safe wing MP I 1938 ECO
Clarian safe wing EG I 1996
Dow Chemical Company UCAR ADF Concentrate
Dow Chemical Company UCAR ADF XL-54
Dow Chemical Company UCAR PG ADF Concentrate
Dow Chemical Company UCAR PG ADF Dilute 55/45

HOC Industries safeTemp I ES

HOC Industries safeTemp I ES Plus
Inland Technologies Duragly – P ready to use
Inland Technologies Duragly – E ready to use
Ki frost Ki frost DF PLUS
Kilfrost Kilfrost DF PLUS (80)
Kilfrost Kilfrost DF PLUS (88)
Lyondell Chemical Company ARCO Plus

Lyondell Chemical Company ARCTIC Plus

New wave Aero chemical Company FCY-1A
Octagon Process Octaflo EF

Octagon Process Octaflo EG

SPCA DE-950
Viterbi S.A. EU OPSkleer saE Type I

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]Qualified Type II Deicing/Anti-Icing Fluids

Company Name Fluid Name

Clarian safe wing MP II 1951
Clarian safe wing MP II 2025 ECO
clarinet safe wing MP II Flight
Kilfrost Kilfrost ABC-II PLUS
Kilfrost Kilfrost ABC-3
Kilfrost Kilfrost ABC-2000
Kilfrost Kilfrost ABC-TF2
Octagon Process E-Max
SPCA SPCA Eco wing 26
Qualified Type IV Deicing/Anti-Icing Fluids
Company Name Fluid Name
clarinet safe wing MP IV 2001
clarinet safe wing MP IV 2012 Protect
clarinet safe wing MP IV 2030 ECO
clarinet safe wing MP IV Launch
Dow Chemical Company UCAR AAF ULTRA+
Dow Chemical Company UCAR Endurance EG106
Dow Chemical Company UCAR Flight guard AD-480
Kilfrost Kilfrost ABC-S
Kilfrost Kilfrost ABC-S Plus
Octagon Process Max-Flight
Octagon Process Max-Flight 04
Octagon Process Max Flo
SPCA SPCA AD-480

Any other fluid conforming to Specification MIL-A-8243.

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Fluids to this specification should be considered as being Type 1 fluids in regard to holdover
times.

Fluids Applied Cold

The fluids listed below are applied cold and are intended mainly for removing light deposits of frost
and ice from under wing areas. On occasions when the fluids detailed above are not available,
the fluids mentioned below may also be used in an emergency for cold de-icing:
✓ Kilfrost R328;
✓ Aero shell Compound 7;
✓ BP Aero De-icing 2;
✓ Esso DTD 406A;
✓ Any other available fluid to specification DTD 406A.

Note:

These alternative type II fluids are inflammable. Engines must not be running and the APU
must be switched off if spraying surfaces other than the under-surfaces of the wings.
Before restarting, removal any residual De-icing fluid from the vicinity of the APU, paying

particular attention to inlet and exhaust areas. When applied cold these fluids are effective in removing deposits
However, minimal protection against re-freezing is provided and a visual check is required
immediately prior to Take-Off. No De-icing fluid other than those listed above may be used without
the prior approval of the chief engineer.

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Precautions when De-Icing

A. any trace of compound on flight deck windows must be removed prior to departure,
particular attention being paid to windows fitted with wipers (Kilfrost ABC can be removed
by rinsing with clean water or WWF de-icing fluid and a soft cloth).
Do not use windscreen wipers for this purpose.
In addition, any forward area from which compound may blow back onto windscreens
during taxi and Take-Off must be clean prior to departure;
B. all doors and windows must be closed to prevent interiors and upholstery becoming soiled.
C. undercarriage and wheel-bays must be kept free from buildup of slush or ice.
D. when sweeping ice, snow or slush from aircraft surfaces, care must be taken to prevent it
entering and accumulating in auxiliary intakes or control surface hinge areas. Therefore,
snow should be swept from wings and stabilizer surfaces FORWARD towards the leading
edge, and from ailerons and elevators BACK towards the trailing edge.
E all reasonable precautions must be taken to minimize fluid entry into engines and other
Intakes.
F engines may be running during de-icing operations (assuming fluids from the alternative list
above are not used) but must be slow-running and in the case of the APU, the APU bleed
air selected off.
G de-icing fluid must not be directed into the orifices of pitot heads, static vents or directly
onto airstream direction detector probes/angle of airflow sensors.
H de-icing solution should not be sprayed directly onto hot brakes, wheels, exhaust stacks or
thrust reversers.
I. the aircraft must be sprayed symmetrically.
That is, both wings and tail planes must be treated and not one side only.
J on vertical surfaces spraying should start at the top to allow the fluid to run down the
surface. When de-icing the fuselage a wide angle spray should be used to reduce splash off
and to cover a large area with each sweep.
K fluids should not be directed onto windows as some formulations can cause crazing of
acrylics or penetrate the window sealing.
L care should be taken during push back and start up procedures that engines are not
started in such a position that snow can be blown onto adjacent aircraft or can be blown
onto the aircraft by other aircraft maneuvering in the vicinity.

Note: Under freezing fog conditions, it is necessary for the rear side of the fan blades
to be checked for ice buildup prior to start up. Any deposits discovered are to
be removed by directing air from a low flow hot air source such as a cabin
heating unit onto the affected area.

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[Link] Hold Over Times (HOT)

Holdover time is the estimated time for which anti-icing will prevent rime, ice or snow from
forming or accumulating on the surfaces of the aircraft under average weather conditions.
In view of the many variables involved, extreme caution must be used. These are guidance
only and should be considered as maximum reliable times in the conditions given. For hot
values, refer to Lido-RM, Text General, Operational Information Sections.

[Link].1 Hot Water De-icing

Hot water de-icing (HWD) is now available for use at some airports. Using this process,
deposits of snow and ice on aircraft are removed by the use of hot water only, i.e. the water
is not mixed with the freezing point depressant. When all ice is removed the aircraft is then
given an overspray of 50/50 water glycol as an anti-ice precaution.

The advantages of HWD over the traditional use of water glycol mixtures are:
✓ decreased wash-out of aircraft lubricants and therefore less corrosion.
✓ improved working conditions for ground staff.
✓ reduced adverse impact on the environment.
✓ Furthermore, water has the advantage of slightly higher specific heat.
That is, pure water will contain and deliver per unit of weight more heat than would a
water/glycol mixture of the same temperature.

[Link] Responsibility

[Link].1 Maintenance

The maintenance person responsible for dispatching the aircraft is responsible for ensuring
that Operator de-icing/anti-icing procedures have been properly and fully applied prior to
dispatch of the aircraft. The Commander has the ultimate responsibility for determining that
his aircraft is in a condition for safe flight and releasing the aircraft for service shall be satisfied
that correct and complete de-icing/anti-icing has taken place and that the aircraft is fit for
flight. When the Certifying Staff in available, he is responsible for all the formality that must
be done. Whenever Certifying Staff is not available or cannot be present at the de-icing
procedure, the Commander upon confirmation from Handling Company or through his own
verification that the de-icing has been performed, will make sure that all the formality has
been done. If the aircraft is not free from ice and snow, the Captain shall determine the
requirements for de-icing and anti-icing, based on the holdover times and outside
temperature.

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[Link].2 Commander

The authority to decide whether de-/anti-icing of the airplane is necessary lies with the
Commander. He determines the necessity for removal of frost, slush, snow or ice and orders
the de-icing equipment via TEC or through the responsible ground staff.
The Commander decides which airplane parts have to be de-/anti-iced, e.g. wings only,
wings and tail or the complete airplane. He is responsible for calculating the Hold-Over-Time
(HOT) base on:
✓ HOT tables.
✓ actual weather conditions.
✓ applied type and mixture ratio of de-/anti-icing fluid.

The decision regarding airplane acceptance after de-/anti-icing treatment rests with the
Commander. He takes responsibility for the airworthiness of the airplane after confirmed
completion of airplane de-/anti-icing.

When the de-/anti-icing procedures are clearly required station manager and/or station
engineer may decide to start the de-/anti-icing treatment.

[Link].3 Station Manager

The station manager is responsible for the availability of personnel equipment and fluids. All
action in connection with de-/anti-icing shall be coordinated with the station engineer and the
flight crew.

[Link].4 Ground Staff

The ground staff is responsible for the correct de-/anti-icing of the airplane. This must be
performed according to Commander’s instruction and the regulations published in the
maintenance manual and in this Sub-section.

The person responsible for the final check after de-icing is the station engineer, the station
manager or a person designated by the handling agent.

It is the responsibility of the spray operator or the authorized person releasing the airplane
that the Commander be correctly informed regarding the performed de-/anti-icing treatment.

The communication of the anti-icing code to the Flight Crew confirms, that the check after de-
icing/anti-icing was completed and the aircraft critical parts are free of ice, frost snow and
slush.
The de-/anti-icing procedure form shall be filled and presented to the Commander. One entry
on ATL is required and one page left on the ground.

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[Link] Centralized De-icing

Centralized de-icing facilities now exist at a number of airports. They are approved for use
on Operator aircraft. In respect of the use of these facilities, the following procedures
apply:
✓ pre-departure checks will be completed in their entirety except for de-icing.
✓ aircraft will proceed to the de-icing area. Main engines will be kept at idling throughout the
de-icing operation and APU air switched off
✓ during de-icing all reasonable precautions will be taken to prevent de-icing fluid getting into
the engines; the engineer in charge will ensure de-icing is completed and the «all clear»
signal (thumbs up) will indicate to the Commander that the aircraft is fully de-iced and
serviceable for Take-Off.

For a centralized de-icing facility the following points should also be noted:
✓ Windows need not be cleaned after de-icing.
✓ Aircraft nose need not be cleaned after de-icing.
✓ covers and blanks must not be fitted.
✓ Engine bleeds should be switched off.
✓ The flaps should not be operated.
✓ All windows and doors must be closed.
✓ The engines should be set and held at ground idle.

[Link].1 Aircraft De-iced Certification

Engineer in charge of the de-icing facility is required to maintain a journal containing an

individual certification by him for each aircraft that has been de-iced.

This is completed prior to aircraft departure from the de-icing area, and shows aircraft
registration, date and time.

This certification also indicates that the correct materials and procedures have been used and
followed during the de-icing operation.

[Link].2 Delayed Take-Off

In the event of a delayed Take-Off or other special circumstances which might offset the de-
icing clearance, it will continue to be the Commander's responsibility to call for such further
protection as he considers necessary.

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8.3 Flight Procedures

8.3.1 VFR/IFR Policy

All flights are usually conducted under IFR rules except authorized by the Flight
Operations Manager . Generally, only non-revenue flights in the case of:
✓ local flights.
✓ short flights.
✓ short part of flights may be conducted under VFR rules.

For, this authorizations will not granted by Flight Operations Manager , therefore VFR flights
will not be performed. Moreover, LWA will ensure that Air Traffic Services are used for all
flights whenever available and will only authorize use of aerodromes that are adequate for
the type(s) of airplane and operation(s) concerned

[Link] Restrictions on Acceptance of VMC Clearances

When offered a clearance subject to maintaining VMC the following procedures apply:

a) VMC restriction should be neither sought nor accepted when the penalty of remaining
under full control is insignificant; VMC restriction shall not be accepted when essential
traffic is more than one aircraft.
b) VMC restriction should not be accepted when the essential traffic is also a jet unless
this aircraft has been sighted.
c) VMC restriction during daylight can be accepted only when visibility and distance from
clouds is such that adequate separation can be maintained. This requirement is
therefore considerably greater than those established under Visual Flight Rules. At night
visibility must be unlimited and clouds non-existent in the airspace involved.
d) In accepting or seeking a VMC clearance restriction, account must be taken of such
factors as flight visibility, sun position and cockpit work load - which must be such as to
permit the best possible look-out to be maintained.

Note: It is emphasized that even in Controlled Airspace, ATC may not provide
information on VFR traffic and that when operating on an IFR flight plan but
maintaining VMC, the pilot in command is entirely responsible for collision avoidance.
A good lookout should always be maintained.

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[Link] Visual Approaches

An IFR flight may be cleared to execute a visual approach by day or night and such a clearance
may be accepted provided that:

✓ The pilot can maintain visual reference to the terrain and

✓ The Met - reported ceiling is at or above the published initial approach level for the aircraft
so cleared. or
✓ The pilot reports at the initial approach level or at any time during the instrument approach
procedure that the meteorological conditions are such that with reasonable assurance a
visual approach and landing can be completed. Separation shall be provided between an
aircraft cleared to execute a visual approach and another arriving and departing aircraft.

The night visual approach presents the problem that the airfield could be visible whilst the
surrounding terrain remains unseen.

Commander must evaluate carefully the advisability to operate visual approaches at night at
any destination. In particular, the following aspects will have to be considered thoroughly:

✓ Safety and passenger comfort.

✓ Surrounding terrain and obstacle.
✓ Meteorological conditions.
✓ Lighting system available at the airport of destination.
✓ Familiarity with the airport of destination.
✓ flight experience of the whole cockpit crew.

However if it is Commander decision to perform a night visual approach, the visual procedure
to be adopted at night is to stay at or above the 25nm MSA until within the Defined Area for
circling. Descent may then be continued to circling altitude.

Further descent will be made on a visual profile for landing, maintaining a three degree
approach path to the touchdown point. Adequate visual reference must be maintained and
the aircraft will not be flown low on profile or outside the Defined Area.

Successive visual approaches may be allowed provided that the pilot of the succeeding
aircraft:

✓ reports he/she can maintain visual reference to the terrain and having the preceding
aircraft in sight. and
✓ is instructed, and so cleared, to follow and maintain own separation from the preceding
aircraft.

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Note: In all cases, if adequate visual reference for landing is lost, the approach shall either
be discontinued or converted to an instrument approach.

Pilots will review the missed approach procedure and path to be flown in the event that
adequate reference is lost on a visual approach.

Visual approach still means that normal IFR protection will be provided from other traffic,
however, sound airmanship requires that a good lookout is maintained all times, pilots
intending a circling approach will ensure that ATC are aware of the procedure to be used.

Wake turbulence separation in relation to the immediately preceding aircraft rests with the
pilot of the following aircraft.

In any case, when the pilot reports to have lost the visual reference to the terrain and/or the
visual reference to the preceding aircraft, the Controller will resume radar/non radar
separation only after the pilot reports at a level, as instructed, consistent with the minimum
radar vectoring altitude / minimum sector altitude for the provisions of the service. A visual
approach will never be performed with a RVR of less than 800 m.

[Link] Change from IFR To VFR

An aircraft electing to change the conduct of its flight from compliance with the IFR to
compliance with the VFR shall notify the appropriate ATS unit to specify that IFR flight is
cancelled. No replay other than the acknowledgement “IFR flight cancelled at … (time)” should
usually be made by the ATC. When an aircraft operating under IFR is flown in or encounters
VMC, it shall not cancel its IFR flight.

[Link] Simulated Abnormal Situations in Flight

Simulation of abnormal or emergency situations requiring the application of part or all of

abnormal or emergency procedures and simulation of IMC conditions by artificial means are
forbidden during a revenue flight.

[Link] In-Flight Fuel Management

Procedure to ensure that in-flight fuel checks and fuel management are carried out is reported
in sub-paragraph 8.3.7.

However, a Commander shall ensure that the amount of usable fuel remaining in flight is not
less than the fuel required to proceed to an aerodrome where a safe landing can be made,
with final reserve fuel remaining.

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[Link] Meteorological Conditions / Minima

On an IFR flight a Commander shall only:

✓ Commence takeoff or continue beyond the point from which a revised flight plan applies in
the event of in-flight re-planning, when information is available indicating that the expected
weather conditions at the time of arrival, at the destination and/or required alternate
aerodrome(s) prescribed in sub-paragraph 8.1.2. are at or above the planning minima.
✓ Continue beyond:
▪ The decision point when using the reduced contingency fuel procedure.
▪ The pre-determined point when using the pre-determined point procedure.

when information is available indicating that the expected weather conditions, at the time
of arrival, at the destination and/or required alternate aerodrome(s) prescribed in sub-
paragraph 8.1.2. are at or above the planning minima.
✓ Continue toward the planned destination aerodrome when the latest information available
indicates that, at the expected time of arrival, the weather conditions at the destination, or
at least one destination alternate aerodrome, are at or above the applicable aerodrome
operating minima.

On a VFR flight a Commander shall:

✓ Only commence takeoff when the appropriate weather reports or forecasts, or any
combination thereof, indicate that the meteorological conditions along the route or that
part of the route to be flown under VFR will, at the appropriate time, be such as to render
compliance with these rules possible.
✓ Inform ATC and follow ATC instruction if VMC cannot be maintained.
✓ Abort the VMC approach, if visual references are lost.

[Link] Instrument Departure and Approach Procedures

Instrument departure and approach procedures established by the State in which the
aerodrome is located have to be used (see Route Manual).
However, a Commander may accept an ATC clearance which deviates from above, provided
obstacle clearance criteria are observed and full account is taken of the operating conditions.
The final approach must be flown visually or in accordance with the established instrument
approach procedure.
Different procedures (i.e. Engine Failure Climb Out Procedures ) may be implemented by LWA
when deemed necessary by the surrounding area.
An aircraft should not descend in IMC below minimum (sector) safe altitude (MSA) as shown
on the instrument approach chart until it is established in the approved approach or holding
procedure.

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[Link] Take-Off Conditions

Before commencing a takeoff, a Commander must satisfy himself that:

✓ The RVR or visibility in the takeoff direction of the airplane is equal to or better than the
applicable minima, and
✓ The condition of the runway intended to be used should not prevent a safe takeoff and
departure.

[Link] Commencement and Continuation of an Approach (Approach Pan)

Before commencing an approach to land, the Commander must satisfy himself that, according
to the information available to him, the weather at the aerodrome and the condition of the
runway intended to be used should not prevent a safe approach, having regard to the
performance information contained in the Operations Manual.

In particular before commencing an approach the following conditions will be satisfied:

✓ The crew will complete a standard briefing for the descent, approach and landing.
✓ A valid Instrument Approach and Landing Chart “ IAL “ must be available except for a
radar approach
✓ The ground aid(s) and the aircraft equipment to be used must be serviceable and both pilots
authorizations for the aid to be used must be valid.
✓ The appropriate AOM will be used (see point 8.1.3). If there is a malfunction of any relevant
part of either the aircraft or airfield systems AOM appropriate corrections will be adopted.
✓ The availability of the aid and runway intended for use must be confirmed when first
establishing R/T contact with the airfield. A pilot-in-command may commence an
instrument approach regardless of the reported RVR /Visibility but the approach will not be
continued beyond the Outer Marker, or equivalent position, if the reported RVR/Visibility is
less than the applicable minima.

The «equivalent position» can be established by means of a DME distance, a suitably located
NDB or VOR, SRE or PAR FIX or any other suitable fix, between 3 and 5 miles from threshold
that independently establishes the position of the airplane.

Where RVR is not available, the pilot-in-command may derive an RVR value by converting
(factoring) the reported visibility in accordance with sub-chapter 8.1. (Conversion of the
Reported Meteorological Visibility to RVR).

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If, after passing the outer marker or equivalent position in accordance with the above first
paragraph, the reported RVR / factored visibility fail below the applicable minimum, the pilot-
in-command may continue the approach to DA or MDA. For Cat III B approach refer to sub-
chapter 8.4. Where no outer marker or equivalent position exists, the pilot-in-command will
make the decision to continue or abandon the approach before descending below 1,000 ft
above the aerodrome or MDA/H + 500 ft., whichever is the higher, on the final approach
segment. If the RVR or factored visibility, as applicable, is reported at or above Operator
Minima, descent to DA/MDA may be made irrespective of cloud ceiling.

However, descent below DA / MDA will only be commenced or continued when visual
reference in accordance with the requirements listed above has been established and can be
maintained. The touch-down zone RVR is always controlling. If reported and relevant, the
midpoint and stop end RVR are also controlling. The minimum RVR value for the mid-point is
125 m or the RVR required for the touch-down zone if less, and 75 m for the stop end. For
airplane equipped with roll out guidance or control system, the minimum RVR value for the
mid-point is 75 m.

Note: “Relevant”, in this context, means that part of the runway used during the high
speed phase of the landing down for speed of approximately 60 kt.

A missed approach procedure must then be immediately initiated under the following
conditions:

✓ MDA/DA/DH or MAP (when published) is reached and no adequate visual reference to a

safe land is achieved.
✓ time to threshold is elapsed.

Note: The time check over FAF serves as back-up in case of non-availability of the
respective navigation aid/Fix, or when no other means is available to define the
MAP.
✓ A navigation aid located in the airfield area is passed (MM, IM).
✓ Adequate visual reference to a safe landing is lost.
✓ The airplane is not stabilized.
✓ The maximum rate of descent values of:-
- 3000 ft/min below FL100.
- 2000 ft/min below 2000 ft.
- 1000 ft/min below 500 ft.

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If are exceeded and there is no way to reduce the vertical speed and safely land, if there is
significant variation in the approach path or airspeed below 500ft AAL the Commander
suspects that for one or more reasons a safe landing is no longer guaranteed, upon
instructions of the appropriate ATC unit . Anytime a missed approach procedure is
performed, an entry must be made on the Commander Voyage Report. Anytime a missed
approach procedure is performed for safety reasons, a Pilot Air safety Report must be
made. If conditions for a missed approach are encountered and P.F. doesn’t apply the
procedure, the PNF must take control of the aircraft and conduct a go-around.

[Link].1 Co-pilot Landing Restriction

Commanders must carefully evaluate the experience of the co-pilot before allowing him to
land at airports which may dictate a high level of aircraft handling capability. Runways
particularly short, narrow, contaminated or with strong / gusty wind on final are just an
example of airports which need good aircraft handling experience.

[Link] Noise Abatement Procedure

It must be understood that safety has priority over noise abatement.

[Link].1 Take-Off

Published Noise Abatement Procedures will be followed and departed are allowed only on
ATC instructions or where abnormal circumstances make such departure necessary in the
interest of safety.
Any deviations from published procedures must be reported immediately to the appropriate
ATC unit. The Commander must submit a written report of any infringement to the permitted
procedure which becomes the subject of an enquiry.
Crew are required to comply with NADP 1 or NADP 2 (see Part C, EAG, Legend Para 10.3)
according with procedure required. Where no specific procedure is published, the following
procedure (NADP1) must be used:
Up to 1500 ft QFE:
 take-off power.
 take-off flaps;
 climb at V2 + 10/20 Kt IAS or as limited by body angle.
at or above 1500 ft QFE:
 reduce thrust to not less than climb power/thrust.
 climb at V2 + 10/20 Kt IAS until reaching 3000 ft QFE.
at 3000 ft QFE:
 accelerate smoothly to en-route climb speed with flaps retraction on
schedule

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[Link].2 Approach and Landing

Published Noise Abatement Procedures will be followed and departed are allowed only on
ATC instructions or where abnormal circumstances make such departure necessary in the
interest of safety.

Where no specific procedure is published, the following procedure must be used.

Pilots shall conduct their flight at a speed which permits operation of the aircraft in clean
configuration until reaching a distance of approximately 12 NM from touch down.

Recommended speed is 210Kt plus/minus 10Kt or the aircraft’s minimum performance speed
if higher than above.

Subsequent portion of the approach, either instrument or visual, shall be flown with a properly
set slope to achieve, if possible, a continuous descent, the interception of approach path not
below 3000 ft AGL and the aircraft to be established not beyond the Outer Marker (OM) or
equivalent position. Execution technique must be performed with aircraft deceleration action
and aerodynamic configuration change so as to achieve final speed and configuration at the
OM, Final Approach Fix or equivalent position.

Compliance with the above procedure is recommended provided that it is compatible with
ATC instructions and weather conditions are favorable.

No instrument or visual approach shall be made at angle less than the ILS glide path or less
than 3° if no ILS is available.
According with the safety, the use of reverse at low power setting is highly encouraged.

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[Link].3 Limitations of Noise Abatement Procedures

Compliance with published noise abatement Take-off/Approach/Landing procedures should

not be required in adverse operating conditions such as:

 if the runway is not clear and dry, i.e. it is adversely affected by snow, slush, ice or
water, or by mud, rubber, oil or other substances.
 in conditions when the ceiling is over than 500 ft above aerodrome elevation, or
when the horizontal visibility is less than 1.9 km.
 when the cross-wind component, including gusts, exceeds 15 Kt.
 when the tail-wind component, including gusts, exceeds 5 Kt.
 when wind shear has been reported or forecast or when adverse weather
conditions, e.g. thunderstorms, are expected to affect the approach.

8.3.2 Navigation Procedures

The aircraft will be flown in accordance with all statutory requirements and rules relevant to
the safe conduct of a flight, at all times. Flights will therefore be conducted under the rules at
sub-paragraph 8.3.1. Moreover, it is prohibited for an aircraft to be flown more then 60
minutes flying time at its normal one engine inoperative cruise speed from the nearest
adequate airfield, unless it is flying in accordance with the terms of the written permission
from the Authority (ETOPS approval).

The fundamental principle governing the performance of all navigation tasks is redundancy,
as navigation errors carry a significant risk potential.

Whether navigation on manually tuned navigation aids, on the navigation system or on radar
vectors, cross – checks are essential. The sole use of airborne navigation systems carried on
the various types of aeroplane of the LWA’s fleet is not adequate for all phases of flight and
must be supplemented by specific error checking.
Flight plans activated in the navigation system must be checked by both pilots waypoint by
waypoint, against the flight plan. The FMS is also suitable and authorised for pre-flight
planning when OFP is not available and for in-flight re-planning.

All available means shall be used to cross - check the retrieved data.
WARNING: It is not allowed to fly in areas based only on NDB signals if the aircraft is
equipped with only one ADF receiver.

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[Link] Standard Navigation Procedures

RNAV and FMS shall be used in accordance the procedures published in the AOM (technically)
and the Route Manual (operation) for the respective type of aeroplane.
FMS navigation shall be used as primary navigation for all phases of flight where appropriate
tracking is either pre-programmed in the navigation database or manually set up by using
waypoints/airways contained in the pre-programmed database.

For portions of flight conducted at altitudes where safe terrain clearance is not contingent
upon navigation accuracy, the on-board navigation system redundancy may be considered
adequate provided the aeroplane computed position is checked at regular intervals against
displayed navigation aids, where such aids are available.
In regions where such aids are not available (ocean, deserts), traffic separation provided by
ATC accounts for the reduced navigation accuracy.

However, PF is responsible for the choice of navigation aide (if tuning is manual) and for the
navigation system configuration. Any changes to his selection shall be announced to the PNF.
Any changes made by the PNF shall be made upon the timely order, or with the consent of the
pilot flying shall be made upon the timely order, or with the consent of the PF, who checks the
execution. The pilots shall inform one another of any doubtful reliability of a navigation aid or
of a system.

ILS facilities of all categories have been known to produce false beams outside of their
coverage sector due to radiation aberrations.

Such beams are subject to being captured without a warning flag. In order to ensure proper
localizer beam capture, the ILS mode shall not be armed until the vicinity of the beam (less
than 25 NM) has been ascertained by independent means (navigation aids, navigation system
with VHF update) and the capture shall be monitored by the same means (or confirmed by
radar if available) A DME distance check at glide slope intercept shall be performed
whenever possible. In addition, an altitude check shall be performed at the outer marker
position.

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[Link].1 Take-Off and Climb

For these portions of flight, safe terrain clearance is contingent upon navigation accuracy.

Turns during takeoff and climb should not be required unless:

a height of not less than 500 ft above terrain on the highest obstacles under the flight path
has been reached and can be maintained throughout the turn;
the bank angle for turns after takeoff is limited to 15° except where adequate provisions are
made for an acceleration phase permitting attainment of safe speeds for bank angles
greater than 15°.

Sufficient navigational guidance should be provided to permit the airplane to adhere to the
designated route.

If the departure procedure is stored in the navigation database, the on board navigation
system must be in the update mode and the system-computed position shall be continuously
checked against displayed navigation aids.

Unless these conditions are met, the flight shall proceed on conventional radio-navigation.

Where the RVR is greater than 400 m, normal cross wind limits will apply.
Where the RVR is less than 400 m the maximum cross wind component permissible is 50% of
that usually applied.

[Link].2 Positioning to Final Approach

In the case of ILS procedures, use must be made of VOR, NDB or Radar Positioning in
conducting the transition to the approved ILS procedure.

All radar approach procedures must start with positive identification, for example a
distance/bearing.

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[Link].3 Descent and Approach

If EFIS is available and the arrival procedure is stored in the navigation database the on board
navigation system can be used, as long as:
the system is update;
the system computed position shall be continuously checked against displayed navigation
aids.

If these conditions are not met the flight shall proceed on conventional radio navigation.

For designated type of airplanes the navigation mode of the flight management system may
also be used for final approach navigation.
Detailed procedures are stipulated in the respective AOM and Route Manual.

[Link].4 Stabilized Approach

All flights must be stabilized by 1000 feet above airport elevation in instrument meteorological
conditions (IMC and VMC), landing flaps must be selected by 1500 ft AGL
An approach is stabilized when all of the following criteria are met:
- The aircraft is on the correct flight path.
- Only small changes in heading/pitch are required to maintain the correct flight path.
- The aircraft speed is no more than V ref +20 KIAS and not less than V ref.
- The aircraft is in the correct landing configuration.
- Sink rate is no greater than 1000 feet per minute.
- if an approach requires a sink rate greater than 1000 feet per minute, a special briefing
should be conducted.
- Power setting is appropriate for the aircraft configuration and is not below the
minimum power for approach as defined by the aircraft operating manual.
- All briefings and checklists have been conducted.
- Specific types of approaches are stabilized if they also fulfill the following:

 instrument landing system(ILS) approaches must be flown within one dot of the glide
slope and localizer.
 a category II or category III ILS approach must be flown within the expanded localizer
band.
 during a circling approach, wings should be level on final when the aircraft
reaches 300 feet above airport elevation.

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 Unique approach procedures or abnormal conditions requiring a deviation from

the above elements of a stabilized approach require a special briefing.

Warning: An approach that becomes un established below 1000 feet above airport
elevation in both IMC or VMC requires an immediate go-around.

[Link].5 Standard Procedure for Non Precision Approach (NPA)

LWA policy is that managed vertical guidance for NPA is prohibited in IMC conditions. The NPA
must be performed stabilized (full configured and at final approach speed) from FAF to land
(or go around).
The NPA should be flown with a continuous descent down to runway threshold + 50 ft and a
continuous monitor using DME and/or time (and GPS when installed). A go around must be
promptly initiated at:
 MDA (see below for proper value to be set) and or MAP; Time to threshold elapsed.
 The navigation aid located in the airfield area is passed; Whichever occurs first.
 The approach should be flown as close as possible to 3° glide path in order to perform a
final visual segment stabilized for landing. Proper techniques will be published and
taught on the matter
 To give a sufficient space to transit from continuous descent to go around and then
avoid to go below MDA the Non Precision Approach MDA (except for circling) has to
be set on MCDU at computed or published MDA (see sub-paragraph 8.1) + 50 ft.

[Link].6 Threshold Crossing Height

Threshold must be crossed not below 50 ft, with the airplane in the landing configuration
and attitude. All flight crews operating Company aircraft are required to strictly adhere to
SOPs contained in AOM (FCOM).

[Link].7 Missed Approach

The nominal climb gradient of a missed approach, as prescribed by ICAO, is 2.1% (Non
Precision and Cat. I approach) or 2.5% (Cat II type of approach). For planning purpose, at any
aerodrome where the Route Manual offers a choice of minima based on climb gradient, those
associated with a 2.5% missed approach climb gradient must be used.

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[Link] MNPS and Polar Navigation

NA
[Link] RNAV

LWA will operate an airplane in defined areas, or a defined portion of special airspace, based
on Regional Air Navigation Agreements, where minimum navigation performance
specifications are prescribed, according with ICAO Doc 9713, Doc 7030/4 (Eur Sapp’s) and
Euro-control Standard Document (009-93), if approval to do so by the Authority has been
received and reported in O.M., G/B, section 0.2

[Link].1 RNP 5 (B-RNAV) Operations Procedures

B-RNAV operations must give accuracy in the designated airspace of plus / minus 5.0 NM.
(Reference: GAI 20 Series). For special information about procedures, see Route Manual, Air
Traffic Control section. For procedures, refer to AOM (FCOM).

[Link].2 RNP 1 (P-RNAV) Operations Procedures

P-RNAV operations must give an accuracy in the designated airspace of plus / minus 1.0 NM.
(Reference: TGL 10). For special information about procedures, see Route Manual, Air Traffic
Control section. For procedures, refer to AOM (FCOM).

[Link].3 RNP-10 Operations Procedures

RNP-10 operations must give accuracy in the designated airspace of plus / minus 10.0 NM.
(Reference: GAI 20). For special information about procedures, see Route Manual, Air Traffic
Control section. For procedures, refer to AOM (FCOM).

[Link] In-flight Re-planning

An in-flight re-planning shall be considered when:

 destination weather is well below the Applicable Operating Minima.
 insufficient fuel remaining to destination is experienced during the flight and no other
actions are effective.
 in case of re-clearance in flight procedure or flight to isolated aerodromes the fuel
remaining at proper check points is less than the prescribed quantity.
 ATC or destination Aerodrome facilities problems dictate so.
 safety reasons require a diversion.

A Commander will only continue a flight in the event of in-flight re-planning when he/she is
satisfied that the airplane carries at least the planned amount of usable fuel and oil to
complete the flight safely, taking into account the expected operating conditions.

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[Link].1 Diversion

Approaching the Minimum Diverting Fuel the Commander may select to land at destination
or at alternate considering:
 weather conditions at destination or alternate.
 number of runways at destination or alternate.
 type and number of approach radio-aids at destination or alternate.
 crew familiarity’s at destination or alternate.
 ground and passengers assistance at destination or alternate delay at destination or
alternate.

The Commander must land with at least the Final Reserve Fuel at destination or at alternate.
If not contact without delay Flight Operations Manager.

[Link].2 ATC Clearance

Before an aircraft diverts, an ATC clearance must be issued. The following flight plan
information may be required and should be at hand when requesting this clearance:

 Diversion airport.
 Route of flight.
 Altitude.
 Estimated time en-route.
 Endurance (hours and minutes).

[Link].3 Cabin Crew and Passengers Information

The Senior Cabin Crew should be advised of diversion potential early enough to plan for cabin
service, passenger accommodation and safety.
The passengers should be advised promptly of a diversion and the reason for it.

[Link].4 Notifying Company

Time permitting, the Commander shall try to contact the Company or the destination station
informing about the diversion. In any case when on ground the Company or station manager
must be informed.
[Link].5 Crew Responsibility After Landing.

The Commander should confirm that there are adequate provisions for passenger handling at
the diversion airport.

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If the ground staff is insufficient to provide an acceptable level of customer service, the
Commander may use his crew for customer service. The Commander of the aircraft is
ultimately responsible to ensure that the aircraft, baggage, cargo and mail are free from risk
or danger.
This may require coordination with the local ground handling agent or airport authority if
security is questionable (i.e. due to the parking location).

[Link] System Degradation Procedures

[Link].1 Abnormal and Emergency Events

While final judgment can only be made by the Commander after consideration of relevant
factors such as aircraft condition, weather, it is considered appropriate that a diversion to the
nearest usable/suitable airfield should be made in the following situations:
Engine Failure.
Loss of two or more generators.
Incontrollable depressurization.
Fuel leaks.
In-flight fire/smoke.
Severe damage to the frame.
Pilot incapacitation.

Whenever a procedure calls for LAND ASAP , the seriousness of the situation and selection of a
usable aerodrome are to be considered.
In any case, the Commander shall not decide to land at a usable aerodrome instead of landing
at the nearest usable aerodrome unless he is satisfied that the course adopted is as safe as
landing at the nearest usable aerodrome and he has taken into account factors which may
affect the safety of the aircraft.
In case of system failure or degradation, adequate procedures are given in AOM, G/B and the
QRH as applicable.

Commander is required to notify the appropriate local authority without delay in the event of
violation of local regulations and/or procedures and submit, if required, a report to the
appropriate local authority and also to the Libyan one.

[Link].2 Engine Failure

Following an engine failure on any twin-engines aircraft in flight, the requirement is to land at
the nearest usable airport. In the event of an engine failure on takeoff, the flight should be
discontinued and land at airport of departure or at takeoff alternate.
For the operational procedures, refer to AOM. For the procedures with ATC, refer to Lido RM,
“Emergency” section.

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The aerodrome where the airplane is assumed to land after engine failure must meet the
following criteria:
 The performance requirements at the expected landing weight are met and
 Weather reports or forecasts, or any combination thereof, and field condition reports
indicate that a safe landing can be accomplished at the estimated time of landing.

[Link].3 Uncontrollable Loss of Cabin Pressurization

During flight at high altitudes, all Flight Crew members must be prepared for an (explosive)
decompression of the cabin. An emergency descent must be initiated immediately, in order
to protect passengers and crew due to the limited availability of emergency oxygen. It has,
however, to be considered that an emergency descent as such exposes the airplane, its
occupants and other airplanes in the area to further hazards. When it becomes apparent
that an emergency descent must be made, the aim must be to bring the airplane down
rapidly to an altitude where the occupants can breathe usually. Do not make a steeper descent
than the situation warrants. Recommended initial level-off altitude is 10,000 or Minimum En-
route IFR Altitude (MEA).
An higher intermediate level can be maintained as long as supplementary oxygen is available
for passengers and crew. By the estimate time of expiring oxygen supply the aircraft should
be level at 10000 ft. For the operational procedures, refer to AOM.

[Link].4 Downgrading of Ground Equipment

The effect of temporary downgrading of ground equipment on landing minima must be taken
into account during pre-flight planning and in flight. Failure during the approach phase:

 If the airplane has already passed the Outer Marker or equivalent position on final
approach it is NOT required that a Commander consult the relevant table to
ascertain the minima applicable to the reduced level of equipment.
 If failures of ground aids are announced at this late stage, the approach may be
continued at the Commander discretion.
 If, however, the failure is announced before such a late stage, the Commander must
consider its effect and the approach must be discontinued to permit this
consideration.
 Failures other than ILS affect RVR only and not DH.

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 When the approach light system is supplied only from the stand-by power source,
attention is particularly drawn to the fact that the RVR minimum to be used for a
precision approach is that applicable when only basic facilities are available.

[Link] RVSM

“RVSM” airspace is any airspace or route between FL290 and FL410 inclusive where aircraft
are separated vertically by 1000ft instead of 2000ft (reference is Doc 7030/4).
This reduced vertical separation minima would provide significant benefits in terms of
economy and en route airspace capacity. Airspace where RVSM is applied should be
considered “special qualification airspace”. In accordance with Air Operator Certificate, LWA
is authorized to operate in RVSM airspace. All concerning personnel must check:
 The correct filing of the flight plan (appropriate letter W or Q to be inserted in item 10 of
ICAO flight plan.
 The specific aircraft type is approved by competent Authority for RVSM operations.
 The specific aircraft is equipped with minimum equipment for RVSM operations (as for
AOM - MEL). That during flight the prescribed procedures for RVSM operations are
made as for AOM and Route manual.

[Link].1 Aircraft Equipment for RVSM Operations

Refer to AOM (FCOM).

[Link].2 Practices and Procedures for Flights in “RVSM” Area

Practices and procedures for flights in “RVSM” areas are reported in AOM (FCOM 2.04.50). In
addition to the Standard Airbus Operations, the following procedure must be added as
Standard Company Procedure. During the first flight of an assigned rotation, altitude
tolerance among ADR 1, ADR 2, ADR 3 and ALTI must be performed. During other flights,
altitude between two ADRs used for the flight must be checked and verified. Altitude
tolerance values should be reported in the Operational Flight Plan.

8.3.3 Altimeter Setting Procedures

It is Operator policy to use QNH on Take-Off and landing . QFE use is not authorized until
further instructions. If metric altimetry is used, always convert “Meters to feet” using OM Part
C “R.A.I.I” Lido RM as appropriate..

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[Link] Procedures

Take-Off.
All the altimeters set to QNH
Climb.
All the altimeters to Standard Pressure (QNE), 1013.2 HPa when passing Transition
Altitude. Cross check.
Cruise.
All the altimeters to Standard. When a third altimeter is fitted and a mountain area is
over-flown it can be set with the relevant QNH of the zone.
Descent.
Set QNH on all the altimeters when cleared for an altitude and approaching transition
level. Crosscheck baro setting and altitude readings. (See sub-paragraph 8.1.3. for
procedure when operating in a low pressure area with high terrain).
Approach and Landing.
All the altimeters on airfield QNH. Whenever an altimeter setting is changed each pilot
will call out the new setting and check altitudes.

[Link] Altimeter Discrepancies in Flight

Except on aircraft fitted with 3 air data reference (ADR) systems, where a faulty system can be
identified, when a difference between altimeter readings occurs during climb or cruise, the
average of the two readings should be used. When a difference occurs during the descent
and approach phases, the lower reading will be used to determine safety height and critical
heights. In the event of an altimeter error which is within permissible tolerances becoming
apparent during pre-departure checks, it should not be applied as a correction during flight.

8.3.4 Altitude Alerting System Procedures

The system is designed to give warning of an inadvertent departure from an assigned level or
altitude and also to alert the crew to the fact that they are approaching the assigned level
when climbing or descending. Its operational functions are described in the AOM. Crew are
trained to recognize potentially dangerous situations and react accordingly.

8.3.5 Ground Proximity Warning System and Terrain Avoidance Warning System

Ground Proximity Warning systems and terrain avoidance warning system are fitted to all
Operator aircraft. A description of the systems fitted, modes available and how to proceed
can be found in the AOM (FCOM and QRH).

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[Link] Deactivation

The GPWS should not be deactivated (by pulling circuit breakers or use, for instance, an inhibit
switch, where fitted) except for approved procedures.

[Link] Activation

Any GPWS activation must be reported in writing to the flight operations whether genuine or
spurious, unless the dynamic of the activation is clear and no highlights must be done. Where
such an activation indicates a technical malfunction of the system an appropriate entry should
also be made in the technical log. Refer also to chapter 11.

8.3.6 Policy and Procedures for the Use of TCAS/ACAS

TCAS is designed to act as a back-up to the ATC system and to the «see and avoid» concept
and is fitted to the Operator's aircraft. It assists the Commander, who, with the aid of the ATC
system has the primary responsibility for avoiding collision. A detailed description of TCAS
system is reported in AOM (FCOM).

NOTE: TCAS cannot provide an alert for traffic conflicts with aircraft without operating
transponders. It generates both Resolution Advisories (RA) and Traffic Advisories
(TA) in respect of aircraft predicted to enter the TCAS 'collision area' only when
these aircraft are fitted with transponders replying in Mode C and Mode S. It can
generate only Traffic Advisories against intruder aircraft whose transponders reply
in Mode A (non-altitude reporting).

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[Link] Mode Selection

TCAS operation should be initiated just before takeoff and continued until after landing.
To maximize the benefits to be derived from the system, operation in TA/RA mode is
recommended at all times except in the following cases when TA mode only should be
selected:
 visual contact with known traffic;
 flying in known close proximity to other airplane.
 when operating where more than one runway is used, prevent nuisance warning.
 When taking-off with TCAS in TA mode due to multi-runways in use, the TCAS
must be switched in TA/RA mode just upon selecting the Flaps Lever to “zero”
position.
 When landing with TCAS in TA mode due to multi-runways in use, the TCAS must be
switched in TA mode just upon selecting the Flaps Lever out of “zero” position.
In all the other cases, TCAS mode must be in TA/RA upon the limiting factor is
expired.

[Link] Operating Procedures

When undue proximity to another aircraft (RA) is detected by ACAS, the Commander or the
pilot to whom conduct of the flight has been delegated must ensure that any corrective action
indicated by the RA is initiated immediately, unless doing so would jeopardize the safety of
the airplane. The corrective action must:
 Never be in sense opposite to that indicate by the RA.
 Be in the correct sense indicated by the RA even if this is in conflict with the
vertical element of an ATC instruction.
 Be the minimum possible to comply with the RA indication.
 Prescribed ACAS ATC communications are specified in OM Part C, Lido RM, Text
General, Communication.
 When the conflict is resolved the airplane is promptly returned to the terms of
the ATC instructions or clearance.

A detailed description of the operating procedures can be found in the AOM (FCOM).

[Link] Reporting Requirement

In the event of a Corrective Resolution Advisory occurring in flight, the appropriate form (Pilot
Air safety Report) must be completed by the Commander after landing and sent with the
fastest possible way to Flight Operations. Refer also to chapter 11.

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8.3.7 Policy and Procedures for In-Flight Fuel Management

The fuel on board when starting the engines must not be less than the minimum fuel quantity
defined in sub-chapter 8.1. Whenever conditions required by the in-flight fuel management
are no longer fulfilled or other factors, such as the situation at destination or destination
alternate, become critical, the Commander must make an early decision according to the
stage of flight whether to proceed further or to make an intermediate landing before safety is
jeopardized.

Furthermore, Commander must ensure that the weight of the airplane at the start of the
take-off; or, in the event of in-flight re-planning, at the point from which the revised
operational flight plan applies, is not greater than the weight at which the requirements can
be complied with for the flight to be undertaken, allowing for expected reductions in weight
as the flight proceeds, and for such fuel jettisoning (if available) as is provided for in the
particular requirement.

[Link] In-Flight Fuel Management Responsibilities

It is the Commander's responsibility to manage the flight in such a way that the Operator's
fuel policy is achieved. Commander is required to manage the flight so that the expected
usable fuel remaining on arrival at the destination aerodrome is not less than:

 The required alternate fuel plus final reserve fuel, or

 The final reserve fuel if no alternate aerodrome is required.

However, if, as a result of an in-flight fuel check, the expected usable fuel remaining on arrival
at the destination aerodrome is less than.

 The required alternate fuel plus final reserve fuel, the commander must take into
account the traffic and the operational conditions prevailing at any other adequate
aerodrome, in deciding whether to proceed to the destination aerodrome or to
divert so as to perform a safe landing with not less than final reserve fuel, or
 The final reserve fuel if no alternate aerodrome is required, the Commander
must take appropriate action and proceed to an adequate aerodrome so as to
perform a safe landing with not less than final reserve fuel.
 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 (see OM Part A, para [Link])

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Additional conditions following apply for specific procedures:

 On a flight using the RCF (Re-Clearance in Flight) procedure, in order to proceed to the
Destination 1 aerodrome, the Commander must ensure that the usable fuel remaining
at the decision point is at least the total of.
 Trip fuel from the decision point to the Destination 1 aerodrome; and. Contingency fuel
equal to 5% of trip fuel from the decision point to the Destination 1 aerodrome; and,
 Destination 1 aerodrome alternate fuel, if a Destination 1 alternate aerodrome is
required, and.
 Final reserve fuel. On a flight using the PDP (Pre-determined point) procedure in order
to proceed to the destination aerodrome, the Commander must ensure that the
usable fuel remaining at the PDP is at least the total of, Trip fuel from the PDP to the
destination aerodrome; and, Contingency fuel from the PDP to the destination
aerodrome calculated in accordance with OM, Part A, 8.1. , and. Fuel required
according with stated in Om, Par A, 8.1.

[Link] In-Flight Fuel Checks

Fuel checks must be carried out at regular intervals, compared with the expected trip fuel and
recorded on the Operational Flight Plan by the PM/PNF:

 before start up.

 before takeoff (if the taxi has been very long).
 over check points specified on OFP or least every 30 min
interval.
 at least one time for short flight, at the arrival.

Fuel remained on board must be recorded at the end of each trip on Tec Log. The OFP is to
be placed in the Flight Envelope and returned to the Operations Department. Commander
must ensure that usable remaining fuel is evaluated to:
 Compare actual consumption with planned consumption.
 Check that the usable remaining fuel is sufficient to complete the flight, in accordance
with paragraph “In flight fuel management” above; and
 Determine the expected usable fuel remaining on arrival at the destination aerodrome.

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[Link] Insufficient Fuel Remaining

The Flight is in a situation of Insufficient Fuel Remaining when the estimate fuel at destination
MAP is below the MDF (Alternate Fuel + Final Reserve Fuel). In this case the Commander
should:
 adjust cost index value/aircraft speed (if applicable).
 obtain a more direct routing.
 fly at a more appropriate flight level.
 select an alternate aerodrome which is closer to the destination airfield than that
specified in the ATC flight plan in order to reduce the Alternate Fuel requirement.
 If, after the above actions, the Flight is still in Insufficient Fuel Remaining the
Commander must:
 Land on a usable En-Route Alternate and refuel; or if no usable En-Route
Alternates are available:
 Proceed to Destination declaring “Priority Fuel” (see appropriate
paragraph).

Note: As a general guideline, when the fuel expected to remain at the MAP is significantly
closed to MDF, the Commander should consider the following: significant known or
probable ATC delays, meteorological conditions.

[Link].1 Cancellation of the Alternate in Case of Prolonged Holding

Whenever the fuel quantity nears the “minimum diverting fuel” (MDF) as a result of a
prolonged holding in the destination terminal control area, it is allowed to continue the
holding and to land at destination provided that the safety level is maintained equal or higher
than the one of a diversion to an alternate. To do so, the following elements must be
evaluated:
 Weather and operational conditions (radio-aids quality and quantity, runway
contamination, crew familiarization, etc…) at the destination and at the alternate
airport.
 The number of allowable runways at the destination and at the alternate
airport.
 The final fuel quantity foreseen at the destination and at the alternate airport.
 Nevertheless the landing should be done in accordance with the “final reserve
fuel”.

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[Link] Priority and Fuel Emergency

[Link].1 Priority Fuel

The commander shall advise ATC of a minimum fuel state by declaring MINIMUM FUEL when,
having committed to land at a specific aerodrome, the pilot calculates that any change to the
existing clearance to that aerodrome may result in landing with less than the planned final
reserve fuel.

Note: The declaration of MINIMUM FUEL informs ATC that all planned aerodrome options have been
reduced to a specific aerodrome of intended landing and any change to the existing clearance may result
in landing with less than the planned final reserve fuel. This is not an emergency situation but an
indication that an emergency situation is possible should any additional delay occur

[Link].2 Emergency Fuel: Signal

When the Commander becomes aware that the fuel on board will drop below the Final
Reserve Fuel figure before landing, he / she must consider the Flight in a Emergency situation
and advise accordingly ATC Agency (MAYDAY MAYDAY MAYDAY FUEL ).

Note: The planned final reserve fuel refers to the value calculated and is the minimum amount of fuel
required upon landing at any aerodrome.

[Link].3 N / A

[Link].4 Fuel System Handling

The Commander must be informed of all fuel panels and configuration changes affecting the
tank to engine fuel feed system. Where practicable such changes will be monitored.

[Link].5 Post Flight

A fuel remaining 'on blocks' figure should be calculated using fuel used readings to provide a
cross-check on fuel quantity gauge accuracy. The fuel remaining figure must be recorded in
the Technical Log. If the aircraft has landed with less than the Minimum Landing Fuel
remaining a special air safety report must be made to the Flight Operations Manager.

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8.3.8 Adverse and Potentially Hazardous Atmospheric Conditions

[Link] Thunderstorms

The Meteorological Office issues warnings, in the form of SIGMET messages, of “active
thunderstorm areas” when thunderstorms are, or are expected to be, sufficiently widespread
to make their avoidance by aircraft difficult, e.g. a line of thunderstorms associated with a
front or squall line or extensive high level thunderstorms.
In addition, Commanders are required to send a special air report when conditions are
encountered which are likely to affect the safety of aircraft. Such a report, of itself, would be
the basis of a SIGMET warning.

[Link].1 SIGMET Warnings

The Meteorological Office does not issue SIGMET messages in relation to isolated
thunderstorm activity (unless prompted by an AIREP SPECIAL) and the absence of SIGMET
warnings does not therefore necessary indicate the absence of thunderstorms.

[Link].2 Thunderstorm Hazards

The most important hazards associated with thunderstorms are discussed briefly below.
A Squalls
Accidents have occurred during the Take-Off, initial climb and final approach phases of
flight, which were probably due in part, if not entirely, to the effect of a rapid variation in
wind velocity known as a squall.
Unlike the erratic fluctuations caused by gusty, a squall gives rise to airspeed fluctuations
of a more sustained nature and is therefore likely to be more dangerous. Gusty is likely to
accompany squall conditions. Thunderstorms frequently produce squalls and, although it
is hazardous at all levels, it is in the lower levels that squalls may have more drastic
consequences. Winds caused by the outflow of cold air from the base of a thunderstorm
cell have been known to change in shallow layers of a few hundred ft by as much as 50
Kt in speed and 90° or more in direction.
B Tornadoes
The most violent thunderstorms draw air into their cloud bases with great vigor. If the
incoming air has any initial rotating motion, it often forms an extremely concentrated
vortex from the surface well into the cloud. Meteorologists have estimated that wind in
such a vortex can exceed 200 Kt. Pressure inside the vortex is quite low.

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The strong winds gather dust and debris and the low pressure generates a funnel-shaped
cloud extending downward from the cumulonimbus base.
If the cloud does not reach the surface, it is a «funnel cloud»; if it touches a land surface,
it is a «tornado». Tornadoes occur with both isolated and squall line thunderstorms.
Reports or forecasts of tornadoes indicate that atmospheric conditions are favorable for
violent turbulence.
An aircraft entering a tornado vortex is almost certain to suffer structural damage.
Since the vortex extends well into the cloud, a pilot inadvertently caught on instruments
in a severe thunderstorm could encounter a hidden vortex. Families of tornadoes have
been observed as appendages of the main cloud extending several miles outward from
the area of lightning and precipitation. Thus any cloud connected to a severe
thunderstorm carries a threat of violence.
C Turbulence
Potentially hazardous turbulence is present in all thunderstorms, and a severe
thunderstorm can destroy an aircraft. Strongest turbulence within the cloud occurs with
shear between up draughts and downdraughts. Severe up and down draughts of
comparable intensity, often in close proximity to each other, exist within the
thunderstorm and frequently reach speeds in excess of 3,000 ft per minute. Sharp edged
gusts with vertical velocities of 10,000 ft per minute have been measured. The horizontal
extent of these draughts may occasionally be more than a mile. The top of a developing
cell has been observed to rise at more than 5,000 ft per minute. When thunderstorms
are associated with frontal conditions, areas of “line squall” activity can extend for more
than 100 miles. The vertical extent of storms will vary considerably, but it is not
uncommon for them to penetrate the tropopause and exceed 40,000 ft in temperate
latitudes and 60,000 ft in sub-tropical regions. Although an individual cell will usually last
for less than an hour, a storm system with new cells developing and old ones decaying
may persist for several hours. Outside the cloud, shear turbulence has been encountered
several thousand ft above and 20 miles laterally from a severe storm. A low level
turbulent area is the shear zone associated with the gust front.
Often, a “roll cloud” on the leading edge of a storm marks the top of the eddies in this
shear and it signifies an extremely turbulent zone. Gust fronts often move far ahead (up
to 15 miles) of associated precipitation. The gust front causes a rapid and sometimes
drastic change in surface wind ahead of an approaching storm.
It is almost impossible to hold a constant altitude in a thunderstorm, and maneuvering in
an attempt to do so produces greatly increased stress on the aircraft.
It is understandable that the speed of the aircraft determines the rate of turbulence
encounters. Stresses are least if the aircraft is held in a constant attitude and allow to “ride
the waves”. To date, there is no sure way to pick «soft spots» in a thunderstorm.

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D Icing
Up draughts in a thunderstorm support abundant liquid water with relatively large droplet
sizes. When carried above the freezing level, the water becomes super cooled.
When temperature in the upward current cools to about –50°C, much of the remaining
water vapor sublimates as ice crystals.
Above this level, at lower temperatures, the amount of super cooled water decreases.
Super cooled water freezes on impact with an aircraft. Clear icing can occur at any altitude
above the freezing level, but at high levels, icing from smaller droplets may be rime or
mixed rime and clear. The abundance of large, super cooled water droplets makes clear
icing very rapid between 0°C and –15°C and encounters can be frequent in a cluster of
cells. Thunderstorm icing can be extremely hazardous.
E Hail
Hail competes with turbulence as the greatest thunderstorm hazard to aircraft. Super
cooled drops above the freezing level begin to freeze. Once a drop has frozen, other drops
latch on and freeze to it, so the hailstone grows - sometimes into a large ice ball. Large
hail occurs with severe thunderstorms with strong up draughts that have built to great
heights. Eventually, the hailstones fall, possibly some distance from the storm core. Hail
may be encountered in clear air several miles from dark thunderstorm clouds. As
hailstones fall through air whose temperature is above O°C, they begin to melt and
precipitation may reach the ground as either hail or rain. Rain at the surface does not
mean the absence of hail aloft. Hail should be regarded as a possibility with any
thunderstorm, especially beneath the anvil of a large cumulonimbus. Hailstones larger
than a half inch in diameter can significantly damage an aircraft in a few seconds.
F Low Ceiling and Visibility
Generally, visibility is near zero within a thunderstorm cloud. Ceiling and visibility also
may be restricted in precipitation and dust between the cloud base and the ground. The
restrictions create the same problem as all ceiling and visibility restriction but the
hazards are increased manifold when associated with the other thunderstorm
hazards of turbulence, hail, and lightning. These combine to make precision instrument
flying virtually impossible.
G Pressure Changes - Effect on Altimeters
Pressure usually falls rapidly with the approach of a thunderstorm, then rises sharply with
the onset of the first gust and arrival of the cold downdraught and heavy rain showers,
falling back to normal as the storm moves on. This cycle of pressure change may occur in
15 minutes. If the pilot does not receive a corrected altimeter setting, the altimeter may
be more than 100 ft in error.
H Lightning
A lightning strike can puncture the skin of an aircraft and can damage communications
and electronic navigational equipment. Although lightning has been suspected of igniting
fuel vapors causing explosion, serious accidents due to lightning strikes are extremely
rare. Nearby lightning can blind the pilot rendering him momentary unable to navigate
either by instrument or by visual reference. Nearby lightning can also induce permanent

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errors in the magnetic compass. Lightning discharges, even distant ones, can disrupt
radio communications on low and medium frequencies.
Though lightning intensity and frequency have no simple relationship to other storm
parameters, severe storms, as a rule, have a high frequency of lightning.
I Static
An understanding of the effect of static electricity on radio equipment is important.
It is detrimental to the performance of MF and HF equipment but has little or no effect
upon VHF and UHF. On MF and HF, static may cause the signal to noise ratio to be such
that communications are impossible. In these conditions navigational aids, such as
non-directional beacons (NDB), must be used with extreme caution due to the fluctuating
or erroneous indications that occur.
J Water Ingestion
Turbine engines have a limit on the amount of water they can ingest. Up draughts are
present in many thunderstorms, particularly those in the development stages. If the up
draught velocity in the thunderstorms approaches or exceeds the terminal velocity
of the failing raindrops, very high concentrations of water may occur. It is possible that
these concentrations can be in excess of the quantity of water turbine engines are
designed to ingest. Therefore, severe thunderstorms may contain areas of high water
concentration which could result in flameout and/or structural failure of one or more
engines. At the present time, there is no known operational procedure that can
completely eliminate the possibility of engine damage/flameout during massive water
ingestion. Although the exact mechanism of these water induced engine stalls has not
been determined, it is felt that thrust changes may have an adverse effect on engine
stall margins in the presence of massive water ingestion. Avoidance of severe storm
systems is the only measure assured to be effective in preventing exposure to this type
of multiple engine damage/flameout. During an unavoidable encounter with severe
storms with extreme precipitation, the best known recommendation is to follow the
severe turbulence penetration procedure contained in the approved aircraft flight manual
with special emphasis on avoiding thrust changes unless excessive airspeed variations
occur.

[Link].3 Thunderstorm Avoidance - Limitations of Weather Radar

Airborne weather avoidance radar is designed, as its name applies, for avoiding severe
weather - not for penetrating it. Whether to fly into an area of radar echoes depends on echo
intensity, spacing between the echoes and the capabilities of the aircraft and its radar. It
should be remembered that weather radar detects only precipitation drops. It does not detect
turbulence. Therefore the radar scope provides no assurance of avoiding turbulence.

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Neither does it provide assurance of maintaining VMC - clear areas between

echoes do not necessary mean that the aircraft can fly between the storms and
maintain visual sighting of them. Pilots should be in no doubt about the functions
of airborne weather radar. It is provided to enable them to avoid thunderstorms
and not to assist them in penetrating areas of storm activity.

Some guidance on the distances by which thunderstorms should be avoided is

given in the
AOM (FCOM: use of the airborne radar
techniques).

More details on avoiding distances are given in the

table below:

Table 8-21
ECHO CHARACTERISTICS

GRADIENT of
ALT x 1,000 ft SHAPE INTENSITY RATE of CHANGE
INTENSITY

Avoid by 10 NM
Avoid by 6 NM
Echoes with hooks Avoid by 5 NM Echoes Avoid by 10 NM Echoes showing,
Echoes with sharp
0÷20 fingers, scalloped with strong gradients of rapid changes or shape, height or
edges or strong
edges or other intensity intensity
intensifies
protrusions

20÷23 Avoid all Echoes by 10 NM

23 + Avoid all Echoes by 20 NM

ISO-echo produces a hole in a strong echo when the returned signal is

above pre-set value.
If flight is over storm clouds, always maintain at least 5,000 ft vertical separation from cloud
tops - but note the difficulty of estimating this separation.

If aircraft radar is inoperative, avoid by at least 10 NM any storm that by visual inspection is
tall, growing rapidly, or has an anvil top.

intermittently monitor long range on radar to avoid getting into situations where no
alternative remains but the penetration of hazardous areas.

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[Link].4 Procedures and Flying Techniques

A thunderstorm should never be regarded tightly. Avoiding thunderstorms is the best policy.
The following guidance is offered in respect of thunderstorm avoidance:
 do not land or takeoff in the face of an approaching thunderstorm. A sudden gust front
of low level turbulence could cause loss of control.
 do not attempt to fly under a thunderstorm even if it possible to see through to the other
side. Turbulence and wind shear under the storm could be disastrous.
 do not fly without airborne radar into a cloud mass containing scattered embedded
thunderstorms. Scattered thunderstorms not embedded usually can be visually
circumnavigated.
 do not trust the visual appearance to be a reliable indicator of the turbulence inside a
thunderstorm. avoid any thunderstorm identified as severe or giving an intense radar
echo. This is especially true under the anvil of a large cumulonimbus.
 do circumnavigate the entire area if the area has 5/8 (more than a half) thunderstorm
coverage.
 do remember that vivid and frequent lightning indicates the probability of a
severe thunderstorm.
 do regard as extremely hazardous any thunderstorm with tops 35,000 ft or higher
whether the top is visually sighted or determined by radar.

[Link].5 Techniques

If it is found that it is not possible either by visual means or by using radar to avoid flying
through or near to a thunderstorm, the following procedures and techniques, evolved from
research and operational experience, are recommended:

 approaching the thunderstorm area ensure that crew members’ safety Belts are
firmly fastened and secure any loose articles.
 switch on the Seat Belt signs and make sure that passengers are securely strapped
in and that loose equipment is firmly secured. Pilots should remember that the
effect of turbulence is usually worse in the rear of the aircraft than on the flight
deck.
 one pilot should fly the aircraft on auto-pilot and the other monitor the flight
instruments continuously;
 select a height for penetration bearing in mind the importance of ensuring adequate
terrain clearance. Investigations have shown that although in some thunderstorms
there is little turbulence at the lower levels, in others there is a great deal; height
is not necessary a guide to the degree of turbulence.
 in cruise disconnect the auto-throttle, if engaged, and set the power to give the
recommended speed for flight in turbulence, adjust the trim and note its position

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 so that any excessive changes due to auto-pilot or Mach Trim can be quickly
assessed.
 check all flight instruments.
 ensure that the pitot heaters are switched on. Icing can be very rapid at any
altitude and can cause almost instantaneous power or airspeed indication loss.
 check the operation of all anti-icing/de-icing equipment and operate all these
systems in accordance with procedures.
 turn off any radio equipment made useless by static.
 turn the flight deck lighting fully on to minimize the blinding effect of lightning
flashes.
 plan and hold a course to pass through the storm area in minimum time.
 follow the manufacturers' or operators' recommendations on the use of auto-pilot.
 If these are not stated, height, Mach, rate of climb or descent and airspeed locks
should be disengaged, but the yaw damper(s), if fitted, should be operative. On
many aircraft the auto-pilots, when engaged in a suitable mode (turbulence or basic
altitude modes), is likely to produce lower structural loads than would result from
manual flight. However, if major trim movements occur due to the auto-pilots
automatic trim, the auto-pilot should be disengaged;
 continue monitoring the weather radar in order to pick out the safest path. Tilt the
antenna up and down occasionally to detect thunderstorm activity at altitudes other
than that being flown.
 be prepared for turbulence, rain, hail, snow, icing, lightning and static discharge. If
hail, heavy rain or icing is encountered, switch on the continuous ignition system.
 avoid flying over the top of a thunderstorm whenever possible. Overfilling small
convective cells close to large storms should also be avoided, particularly if
they are on the upwind side of the large storm, because they may grow very quickly.
 turbulence penetration speeds quoted in flight manuals provide a single speed or a
speed bracket - increasing height will decrease the buffet margin and up-currents
may force the aircraft into buffet. within the Storm Area:
 if the aircraft has to be hand flown, one pilot should fly the aircraft regardless of
all else.
 concentrate on maintaining a constant pitch attitude appropriate to climb, cruise
or descent, by reference to the attitude indicators, carefully avoiding harsh or
excessive control movements - let the aircraft “ride the waves”. Do not be misled
by conflicting indications on other instruments. Do not allow large attitude
excursions in the rolling plane to persist because these may result in nose down
pitch changes.
 maintain the original heading. Do not turn back once in the thunderstorm. A
straight course through the storm is most likely the quickest path out of the
hazards. Do not attempt turns.
 Turning maneuvers increase the stress on the aircraft.

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 do not correct for height gained or lost through up and down draughts unless
absolutely necessary.
 maintain the trim settings and avoid changing the power setting except
when necessary, restore margins from stall warning or high speed buffet. The
target pitch attitude should not be changed unless the mean IAS differs from the
recommended penetration speed by more than, say, 20 Kts.
 if trim variations due to the auto pilot are large, the auto-pilot should be disengaged.
Check that the yaw damper remains engaged.
 if negative «g» is experienced, temporary warnings (e.g. low oil pressure) may
occur. These should be ignored.
 on no account climb in an attempt to get over the top of the storm.
 stay on instruments. Looking outside the flight deck can increase the danger of
temporary blindness from lightning.

[Link].6 Take-Off and Landing Problems

The Take-Off, initial climb, final approach and landing phases of flight present the pilot with
additional problems because of the aircraft's proximity to the ground and because the
maintenance of a safe flight path in these phases can be very difficult.
Because of the unpredictable nature of turbulence, wind-shear and local pressure variations
in the lower levels of thunderstorms, and the difficulty of measuring or forecasting them, it is
not possible to lay down any precise recommendations for aircraft handling in these
circumstances. The best advice that can be given to the pilot is that, when there are
thunderstorms over or near the airport, he should delay Take-Off or, when approaching to
land, hold in an unaffected area or divert to a suitable alternate.

[Link] Icing Conditions

Wind tunnel and flight tests indicate that ice, frost or snow formations on the leading edge
and upper surface of a wing, with a thickness and surface roughness similar to medium or
coarse sand paper, can reduce wing lift by as much as 30% and increase drag by 40%. If surface
roughness is present (for any reason including ice formations) the airworthiness of the aircraft
may be affected and Take-Off should not be attempted unless it has been ascertained that all
critical components of the aircraft are free of adhering snow, frost, or other ice formations. In
all cases, the Commander has the ultimate responsibility for ensuring that his aircraft is in a
condition for safe flight.

Under conditions of precipitation, or where moisture can be splashed, blown or sublimated

onto critical surfaces in subfreezing weather many factors influence whether ice, frost or snow
may accumulate and result in surface roughness.

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These factors cannot be quantified nor can the effect that surface roughness may have on
aircraft performance or handling characteristics. Air tests have indicated that light ice can
reduce the one-engine-inoperative climb capability by about 50% while heavy
contamination may prevent the aircraft maintaining altitude at V2 with one engine
inoperative. Contamination may result in stall flight characteristics becoming apparent
before the stick shaker warning operates.

During any winter Take-Off, when atmospheric conditions are conducive to contamination,
the pilot should be aware that increasing buffet and/or pitch and roll activity may be an
indication of premature stall caused by wing contamination.
These indications are an immediate signal to recover from an impending stall consistent with
ground proximity, regardless of whether or not stick shaker has activated.

[Link].1 Influence of High Ground on Aircraft Icing

Frontal systems, particularly warm fronts in winter with vigorous air circulation which become
slow moving or stationary due to the influence of high ground, should always be considered a
serious hazard. Fronts that stagnate in mountainous areas are liable to orographic lifting which
may develop areas of freezing rain, embedded cumulonimbus, intense icing and severe
turbulence. The above phenomena may not be evident to a forecaster working from surface
observations. Icing may be encountered at very low temperatures where usually none would
be expected, and this is accentuated when the air stream is at right angles to the mountain
barrier. This condition is also suitable for a wave-like flow beyond the mountains.

The high terrain produces or accentuates the vertical motion of air in certain air masses, and
the regions of marked uplift may not be located directly over the mountain ranges. Since
altitude selection will not always guarantee avoidance of heavy icing, Commanders should
consider an alternative route or postpone the flight until the front is well clear of the area.
Climb or descent through a well developed front which has stagnated against a mountain
barrier can be hazardous for even aircraft with the most modern de-icing or anti-icing
equipment.

When operating a flight which involves the penetration of stagnant frontal or well developed
vertical cloud condition. against mountain barriers, the wisest course is to climb above the
cloud before setting course. On descent, rather than descending through the front,
maintaining cruising level until clear of the front should be considered. During descent the
power output from engine and/or wing de- icers may not be sufficient to maintain adequate
protection unless power settings are increased so as to maintain sufficient temperatures. The
resulting decrease in rate of descent may require descent to be initiated sooner than usual.

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[Link] Turbulence

Turbulence is defined as disturbed, irregular flow of air with embedded irregular whirls or
eddies and waves. An aircraft is turbulent flow is subject to irregular and random motions
while, more or less, maintaining the intended flight path. Procedures for flight in severe
turbulence are developed in AOM (FCOM). If weather conditions and route forecast indicate
that turbulence is likely, the cabin crew should be pre-warned and passengers advised to
return to, and/or remain seated and to ensure that their seat belts are securely fastened.
Catering and other loose equipment should be stowed and secured until it is evident that the
risk of further turbulence is passed. When encountering turbulence, pilots are urgently
requested to report such conditions to ATC as soon as practicable. The levels of turbulence
are defined and described as follows:

Light turbulence: momentary causes slight, erratic changes in the aircraft altitude or
attitude:
- Passengers may feel a slight strain against seat.
- belts. Liquids are shaking but are not splashing out of cups.
- Trolleys can be maneuvered with little difficulty.

Moderate Turbulence: causes rapid bumps or jolts.

- Passengers feel definite strain against seat.
- belts; Liquids are splashing out of cups.
- Trolleys are difficult to maneuver;
- It is difficult to walk or stand in the cabin.

Severe Turbulence: causes large abrupt changes in the aircraft altitude and attitude.
- Passengers are forced violently against their seatbelt.
- Items fall or lift off the floor.
- Loose items are tossed about the cabin.
- It is impossible to walk.

[Link].1 Anticipate Turbulence

The flight crew should be briefed on the en-route weather as part of the preparation for the
flight. Therefore, the flight crew can be aware of possible areas of turbulence that are forecast
for the flight.

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The preflight briefing between the flight crew and the cabin crew should include information
about the areas of turbulence expected during the flight, and the procedures to be applied in
the case of turbulence, for example:

 If areas of turbulence are forecast during the flight.

 Estimated time until reaching the area of turbulence.
 The severity of the expected turbulence (i.e. light, moderate or
severe turbulence).
 The actions that the Commander wants the cabin crew to perform when
turbulence is expected.
 The signal that flight crew will give to the cabin crew to indicate that the aircraft
is no longer going through turbulence (for example, by calling the cabin crew via
the cabin inter-phone, or switching off the FASTEN SEAT BELT signs.

[Link].2 Unanticipated Turbulence

During the flight, the aircraft may encounter areas of turbulence that were not forecast.
For example, Clear Air Turbulence (CAT), which usually occurs at high altitudes, during cruise
the aircraft, may suddenly enter an area of turbulence. Clear Air Turbulence can be forecast
but cannot be detected by the aircraft radar, so there is often no warning.

When an aircraft encounters, or is about to encounter, moderate or severe turbulence there

may be little or no time for preparation. If the flight crew turns on the FASTEN SEAT BELT
signs and makes an announcement for “ passengers and crew remain seated”, the cabin
crew should. Immediately sit down and secure themselves (if a crew seat is not near or is not
available, the cabin crew member should use a passenger seat). Instruct passengers via the
PA to fasten their seat belts. Stay seated until advised by the flight crew or until the FASTEN
SEAT BELT sign is switched off. If time permits before the turbulence encounter, the flight
crew should advise the cabin crew:
 How much time is available to secure the cabin.
 The level and expected duration of the turbulence encounter.
 How the flight crew will inform the cabin crew that the aircraft is no longer going
through turbulence (for example, by calling the cabin crew via the cabin interphone,
switching off the FASTEN SEAT BELT signs).

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[Link].3 Cabin Crew Personal safety

Turbulence-related injuries to cabin crew members are more frequent than turbulence-
related injuries to passengers. Cabin crew should be aware of the types of hazards in the cabin
that can cause harm during a turbulence encounter.
When cabin crew member loses balance during a jolt, they may injure themselves by striking
armrests, ceiling video screens or in-flight entertainment equipment connected to passenger
seats.

[Link].4 Post Turbulence

When the turbulence is over, the flight crew will advise the cabin crew that they can resume
their cabin duties.
After moderate to severe turbulence, the cabin crew must check the cabin for damage and
passenger injuries. The cabin crew should provide first aid treatment to injured passengers or
crewmembers, and reassure passengers if necessary.
In addition, the Senior Cabin Crew must report the cabin status to the flight crew.

[Link] Wind shear

Wind shear is a rapid variation in wind velocity and/or direction along the flight path of an
aircraft. Procedures for operation in wind shear / downburst conditions are developed in AOM
(FCOM). When encountering wind shear conditions, pilots are urgently requested to report
such conditions to ATC as soon as practicable in stating the loss or gain of speed and the
altitude at which it was encountered.

[Link] Jet stream

Jet stream is relatively narrow bands with extreme high wind speed up to 300 kt. They can
extend up to several thousand miles, the width can be several miles. Avoid flying along the
edge of jet streams due to possible associated turbulence. Pilots should also be aware of the
effect of increased fuel consumption due to unexpected significant headwind components
that can be encountered.

[Link] Operations in Volcanic Ash

Detailed procedures for operations in volcanic ash are also reported in AOM (FCOM).

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[Link].1 Flight

Flight in areas of known volcanic activity must be avoided. This is particularly important
during darkness or daytime meteorological conditions when volcanic dust may not be visible.
When a flight is planned into an area with a known potential for volcanic activity, it is
recommended that all NOTAMs and Air Traffic Control Directives be reviewed for current
status of volcanic activity.

If volcanic activity is reported, the planned flight should remain clear of the area and, if
possible, stay on the upwind side of the volcanic dust. Airborne weather radar systems used
on commercial aircraft are not designed to detect volcanic dust and cannot be relied on to do
so. In one incident, it was specifically reported that the weather radar was ON with no
returns noted.

This is consistent with other reports where volcanic eruptions have been visually sighted with
no returns observed on the weather radar, however the following have been reported by flight
crews:
 smoke or dust appearing in the flight deck.
 an acrid odor similar to electrical smoke.
 multiple engine malfunctions, such as stalls, increasing EGT, torching from tailpipe,
flameout.
 at night, St. Elmo's fire/static discharges around the windshield, accompanied by a
bright orange glow in the engine inlets.

Volcanic dust may extend for several hundred miles. If volcanic dust is encountered, exit as
quickly as possible. Volcanic dust can cause rapid erosion and damage to the internal
components of the engines.

It should be remembered that engines are very slow to accelerate to idle at high altitude and
that this may be interpreted as a failure to start or as an engine malfunction. Volcanic dust
may block the pitot system and result in unreliable indications. In one incident, a 50 Kts
difference was noted between the two airspeed indicators. If airspeed indications are
unreliable or are lost, establish the appropriate pitch attitude as shown in the 'flight with
unreliable airspeed' procedure in the AOM (QRH).

Volcanic dust is very abrasive and can cause serious damage to the aircraft engines, wing and
tail leading edge surfaces, windshields, landing lights, etc. Volcanic dust can cause all of the
windshields to become translucent, obstructing vision.

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If this condition should occur, on aircraft with automatic landing capability, a diversion to an
airport where an auto-landing can be made should be considered. Due to erosion damage to
the landing lights, landing light effectiveness will be significantly reduced. Operation into an
airport contaminated by volcanic dust should be avoided. If, however, a landing has to be
made, it should be remembered that braking efficiency may be seriously eroded by a layer of
ash on the runway.

If the ash is dry, the landing performance data for a wet runway should be revised. The use of
reverse thrust should be limited to the minimum necessary as the blown ash may significantly
reduce visibility.

[Link].2 Ground

If an aircraft is to be parked at an airport contaminated with volcanic dust, all available

protective covers and plugs should be used and all outflow, inlet and extract valves, bleeds
etc. closed. If possible, the APU should not be used - ground power and air should be used if
available. Windshield wipers should not be used for ash removal.

Before starting engines, any ash that has settled on the aircraft, especially on exposed
lubricated surfaces and in areas where it could penetrate seals or enter orifices on the aircraft,
should be re-moved. The engine inlets should be cleaned and, if possible, the area within 8 m
of them cleared. The engines should be motored over before start-up for about two minutes
to blow out any ash that may have entered.

Care should be exercised when taxing as braking action may be poor. As little power as
possible should in any case be used to reduce ingestion of ash and dust. If dust or ash is
present on the runway, it should be allowed to settle before Take-Off is initiated. Where
possible a rolling takeoff should be carried out and the power set in the normal way.

[Link] Heavy Precipitation

Heavy precipitation may occur as rain showers, snow showers and hail. The greatest
impairment to flight is the reduced visibility and the risk of in combination with low
temperature. Heavy precipitation can be associated with significant downdrafts and wind
shear.
Another problem connected with heavy precipitation is the effect from water ingested by jet
engines. Under given weather conditions, the water/Air ratio absorbed by jet engines is
directly related to its performance and aircraft speed.

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This ratio is considerably increased at high aircraft speed and engines at flight idle. This means
that during descend, under heavy rainfall conditions or hail, significant ingestion of water may
cause surging or extinction of jet engines. Procedures for operation in such conditions are
developed in AOM (FCOM). Heavy precipitation can quickly lead to high level of runway
contamination so runway clearance/drainage rate must be closely monitored in order
to assess if a diversion is necessary.

[Link] sandstorms

Avoid flying in active sandstorms whenever possible. When on the ground, aircraft should
ideally be kept under cover if durst storms are forecast or in progress. Alternatively, all engine
blanks and cockpit covers should be fitted, as well as the blanks for the various system and
instrument intakes and probes. They should be carefully removed before flight and ensure
that accumulation of dust is not deposited in the orifices which the covers are designated to
protect. Procedures for operation in such conditions are developed in AOM (FCOM).

[Link] Mountain Waves

Mountain waves are caused by significant airflow crossing a mountain range. Minimum flight
altitude could be affected by mountain waves (see sub-chapter 8.1). On some airports, relief
or obstacles may cause special wind conditions with severe turbulence and wind shear on
approach or during takeoff. Special procedures or recommendations are indicated on
airport charts when appropriate. They must be taken into account by the flight crew
members for the choice of the landing or takeoff runway.

[Link] Significant Temperature Inversions

The general pattern of temperature distribution in the atmosphere is that temperature

decreases with height. However, on occasion one of more atmospheric layers can exist in
which air temperature increases with height. This condition is known as an inversion of
temperature. The inversions of most significance in the operation of aircraft are those
which occur in the comparatively shallow layer of air close to the surface of an aerodrome.
On clear, calm nights the earth's surface tends to lose heat rapidly through radiation. The air
in contact with it in turn also cools by conduction. This cooler air tends to sink and thus does
not mix with air at the higher levels. In this way the air at ground level becomes cooler than
the air above it, resulting in a temperature inversion which may exist for only a few ft or
which may extend to several hundred ft.

If significant, this inversion can have a considerable effect on aircraft operating in these
conditions.

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As a result, at some airports liable to be particularly affected, a 'Marked Temperature

Inversion Warning' is issued whenever a temperature difference of over 10°C is detected
between the surface and any point up to 1,000 ft above the aerodrome. Such a low level
inversion can affect operations in three ways:
 It can lead to the formation of radiation fog if the air is sufficiently
moist.
 It can lead to wind shear - an inversion can separate strong winds aloft from calm or
light winds close to the surface where the air has become stable. Conversely, in
certain conditions a strong low level wind can sometimes develop in a marked
inversion of shallow depth.
 It can lead to a sudden loss of thrust in the critical initial climb out phase because of
the decreased density of the airflow into the engines resulting from the
increase in air temperature.

An extreme manifestation of this would be experienced by an aircraft taking off at dawn from
a coastal aerodrome in the desert and using a runway facing out to sea. The aircraft is likely to
be at maximum takeoff weight for the runway and taking advantage of the relatively low
surface temperature following the night's cooling effect. The normal universal night cooling
effect is exaggerated by the dry porous nature of the sandy soil which causes it to lose or gain
heat quickly. However, the reverse is true of water surfaces which are slow to cool and slow
to heat up. Sea surface temperatures are found to vary by less than 10°C from day to night.
The aircraft in question will thus experience a very marked temperature inversion as it climbs
out over the sea with a consequent serious loss of thrust. This situation may well be worsened
if it becomes necessary to throttle back to avoid over-temperature at the engines. It is obvious
that the loss of an engine in these circumstances could have very serious consequences.

Pilots must therefore be alert for the potential presence of a marked inversion and consider
its implications for the proposed operation very carefully. Obviously, if a runway is available
which will permit the initial critical climb out to be accomplished over land, this should be
used. Pilots should also be aware that, at the other end of the spectrum as it were, an intense
surface inversion can develop in snow covered polar regions which have become extremely
cold during the long winter season when the sun may never appear over the horizon. Such an
inversion may even persist throughout the summer due to the snow reflecting a large part of
the sun's radiation.

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8.3.9 Wake Turbulence

Every aircraft in flight generates wake turbulence caused primary by a pair of counter rotating
vortices trailing from the wing tips. Wake turbulence generated from heavy aircraft, even from
those fitted with wing tip fences, can create potentially serious hazards to following aircraft.
For instance, vortices generated in the wake of large aircraft can impose rolling movements
exceeding the counter-roll capability of small aircraft. Turbulence encountered during
approach or takeoff may be due to wake turbulence.

[Link] Vortex Effects on Aircraft

The possible intensity of vortex activity cannot be over emphasized. Light aircraft have
encountered forces in excess of their design limits and have broken up and even heavy aircraft
have encountered forces close to the maximum control forces available to them.
Because the infinite number of factor variations affecting the behavior of vortices makes it
virtually impossible to lay down hard and fast procedures for dealing with them, avoidance of
areas where wake vortices are known or suspected to be present should be the objective.
Aircraft wakes consist essentially of:
 Thrust stream turbulence generated by engine exhaust and propeller was not a serious
hazard in isolation at distances greater than 400 to 500 m behind the generating
aircraft, and
 Twin vortices, one from each wing tip generated after the wings have commenced
providing lift. The intensity of the turbulence associated with these vortices is directly
proportional to aircraft weight and inversely proportional to airspeed and wing-span
and thus at its greatest with aircraft taking off (maximum weight and minimum
airspeed).

[Link] Avoidance of Vortices

The most important characteristic to remember at all times is that all wake formations are
subject to a strong, downward vertical displacement. This displacement continues until the
wake either dissipates or reaches the ground. This downward displacement gives rise to the
following general rules for avoidance of vortex turbulence. In the absence of sufficient
dissipating wind forces:
 in crossing the flight path of a preceding aircraft, it is preferable to cross at a slightly
higher, rather than a slightly lower, altitude. This avoids crosswise penetration of the
wake.
 in following a large aircraft on approach it is desirable to fly the same, or a slightly high
path, never a lower path. For this reason, the use of a common ILS or VASI glide
slope by all aircraft is a desirable practice.

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 flight directly under, and parallel to, the wake of another aircraft should be avoided,
because of the inherent sinking characteristic of the wake.
 parallel flight directly under, and close on either side of, the flight path of another
aircraft should be avoided, because of the possibility of partial penetration of the
wake.
 Take-Off or landing should be avoided immediately after a heavy aircraft has made a low
pass (or missed approach) down the runway in use.
 certain noise abatement and emergency turn procedures require a sharp turn
immediately after takeoff.
 When heavy aircraft are operating, the maximum practical separation time should be
allowed between Take-Off to permit dissipation of the high intensity vortices which
develop in such circumstances. It can be appreciated how hazardous it could be for
an aircraft to penetrate such a vortex while banked at such a relatively low altitude.

[Link] Wake Turbulence Categorization

Aircraft turbulence categorization and wake turbulence separation minima are defined ICAO
DOC 4444 as follows:

Table 8-22
AIRCRAFT TURBOLENCE CATEGORIZATION

Heavy (H) MTOW > 136,000 Kg

Medium (M) 7,000 Kg < MTOW < 136,000 Kg

Light (L) MTOW <= 7,000 Kg

[Link] Wake Turbulence Separation

Wake turbulence separation minima given below define a minimum separation time between
two aircraft during Take-Off and landing to cope with wake turbulence.
A Arriving Aircraft.
Medium behind Heavy aircraft: 2 minutes / 5NM.
Light behind Medium or Heavy Aircraft: 3 minutes / 6 (Medium)-8 (Heavy)
NM.

B Departing Aircraft.
The minimum separation time is 2 minutes (or 3 minutes if Take-Off is from
an intermediate part of the runway) for a Light or Medium aircraft behind a
Heavy aircraft or for a Light aircraft behind a Medium aircraft. Two parallel

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runways have no influence each other’s if they are separated by more

than (2,500 ft) and if the flight path of the second aircraft does not cross the
flight plan of the preceding aircraft by less than 300m (1,000 ft).
C Departing and landing in Opposite Direction. The minimum separation 2 Min
D Cruise.
Even if the standard separation between aircraft should be enough in order
to avoid wake turbulence problems, reports of temporary loose of control
have been received by pilot who were flying at the same level of crossing
the level assigned to a heavy aircraft even 17 NM ahead.

[Link] Phraseology.

If during the approach a “go-around” must be performed due to wind shear pilot flying (PF)
will state the appropriate standard call-out in order to avoid confusion. In addition to the
above, concerning R/T phraseology, for the purpose to maintain an adequate separation
between aircraft into some States (i.e. USA and Canada), the word « heavy » shall be used
following the normal call sign.

8.3.10 Crew Members at their Stations

[Link] Flight Crew Member

As a general rule, one pilot (usually the “Pilot flying”) is always paying attention to aircraft
performances in addition, flight crew will maintain vigilance for conflicting visual traffic as
much as possible. During takeoff and landing, each flight crew member required to be on duty
on the flight deck must be at his station.
Whilst en-route, each flight crew member required to be on duty on the flight deck shall
remain at his station except when his absence is necessary for the performance of duties in
connection with the operation of the aircraft or for physiological needs provided at least one
suitably qualified pilot remains at the control of aircraft at all times. During all phases of flight
each flight crew member 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, organized 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.
Good teamwork consists mainly of mutual initiative, assistance and continuous briefing.
Thus it is necessary that flight crew members duly inform each other about their intentions
and other important facts concerning the flight, such as a temporary discontinuation of
lookout, a momentary break of listening watch on normal communication frequencies,
handing over of controls, use of auto-pilots, handling of throttles, etc. Whenever a flight crew
member observes or suspects an irregularity, deviation or anomaly in the operation of the

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airplane or its systems, all flight crew members must be advised immediately before
analyzing the situation further. Since crew compositions are constantly changing, it is
necessary to facilitate the flight deck teamwork by adherence to standard procedures. It is
standard procedure that both pilots’ seats are occupied by qualified pilots during all phases
of a flight.
If at night one pilot leaves the cockpit for any reason the flight deck, door shall be locked and
shall have one crew member (can be a member of cabin crew). To remain in the cockpit until
the other pilot reports to his station and shall wear his seat belt and shoulder harness.
At night one pilot should always be in a position to maintain lookout, a good situational
awareness and unobstructed access to the flight controls.
Meals, teas or coffee etc should normally be taken when two pilots are seated for any reason
could happened .
A pilot may leave his seat temporary during flight, with the Commander’s permission, e.g.
when minor irregularities or personal necessities so require. The auto-pilot must be engaged
in such cases (this is not a minimum requirement). In principle the Commander always sits in
the left-hand seat. Exceptions are possible during command course and crew augmentation
with first officers. By being ready at controls, the pilot responsible will, in case of an emergency
during any phase of the flight, always be in position to take over (instantly). Whenever a pilot
is replaced on the front seat, this has to be authorized by the Commander. The change-over
has to be done quickly and must be so arranged that only one of the pilots’ seats is empty at
a time; this will be made not below 10.0000 feet (AFE/AAL). The auto-pilot shall be engaged
during the pilots’ seat change whenever serviceable and pilot at command must be fully
fastened. While flying and / or taxing :
 Reading below 20000 ft, is restricted to the minimum.
 Below 10000 ft the management of MCDU/FMC (or similar) is restricted to the
essential for the phase of flight.
 Meals, teas, coffee etc should usually be served above 20000 ft and be taken
separately, so that one pilot can keep watch until the other is ready, thus maintaining
an adequate lookout.

Whilst en-route, flight crew will monitor weather information, to include destination,
destination alternate and en-route alternate. Below FL 200 and every time Commander judges
the situation as "critical" Flight Crew will were headsets and will observe a "Sterile Cockpit"
procedures, which means that communications will be restricted to the essential for the flight
phase.

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[Link] Augmented Flight Crew Member

In principle, above 20000 ft, a Commander or first officer may occupy any seat. During other
phases of flight a Commander shall occupy the left-hand seat unless during command
course. Commanders in the right-hand seat and co-pilot in the left-hand seat during
augmentation may act as PF or PNF/ PM above 20,000 ft.
Below 20,000ft only Commander trained on right hand seat may be seated on the right seat
and co-pilot may only seat in the right hand seat.

[Link] Cabin Crew Member

During Take-off, landing, and any other critical phases of flight (i.e. pre-planned emergencies),
cabin crew must occupy their allocated crew seats. Where the number of cabin crew exceeds
the availability of cabin crew seats the additional crew members will occupy seats in the
passenger cabin. The first seats to be assigned in this manner should be aisle seats adjacent
to an over wing exit. Where there are additional crews and the passenger cabin is full, the
Senior Cabin Crew must lease with the Commander to ensure the availability of a seat on the
flight deck.

[Link] Controlled Rest on Flight Deck

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). it is
responsibility of all crew member to be properly rested before flight, this paragraph is
concerned with controlled rest taken by the minimum certificated flight crew. It is not
concerned with resting by members of an augmented crew, controlled rest means a period of
time “off task” some of which may include actual sleep, 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, controlled rest will only take place during a low workload part of the
flight, controlled rest periods will be agreed according to individual needs and the accepted
principles of CRM, where the involvement of the cabin crew is required, and consideration
should be given to their workload.
only one crew member at a time will take a rest, at his station, the harness must be used
and the seat positioned to minimize unintentional interference with the controls, the
Commander will ensure that the other flight crew member is adequately briefed to carry
out the duties of the resting crew member. One pilot must be fully able to exercise control of
the airplane at all times. Any system intervention which would usually require a cross check
according to multi crew principles should be avoided until the resting crew member
resumes his duties, controlled rest will be taken according the following condition:

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 the rest period should be no longer than 45 minutes (in order to limit any actual sleep
to approximately 30 minutes).
 after this 45 minutes period, there should be a recovery period of 20 minutes during
which sole control of the airplane should not be entrusted to the pilot who has
completed his rest.
 in the case of 2 crew operations, frequent Cabin Crew Checks will be established (every
10 minutes or at any variation of A/C path).
 In this case the Commander will inform the Senior Cabin Crew member of the intention
of the flight crew member to take controlled rest, and of the time of the end of that
rest.
 A minimum 20 minutes period should be allowed between rest periods to overcome
the effects of sleep inertia and allow for adequate briefing.
 if necessary, a flight crew member may take more than one rest period if time permits
on longer sectors, subject to the restrictions above, controlled rest periods will
terminate at least 30 minutes before top of descent.

8.3.11 Use Of safety Belts For Crew And Passengers

[Link] Flight Crew Members

Regulations require each flight crew member to wear and fasten his seat-belt when at his
station.
During takeoff and landing, and whenever required in the interests of safety or by the
Commander, each flight crew member at his station shall wear and fasten his full safety
harness. However, each flight crew member, other than the Commander and the co-pilot,
may wear and fasten only his seat-belt if the harness straps interfere with the performance of
his duties. At least one pilot must be seated at the controls at all times during flight and must
be strapped in with his full safety harness.

[Link] Cabin Crew Members

Except when performing safety-related duties, Cabin Crew members should be seated with
their safety harness fastened when the aircraft is taxing.
During takeoff and landing, and whenever the Commander considers it necessary in the
interests of safety, each cabin crew member at his station shall be properly secured by the
safety belts and harnesses provided. Unless otherwise briefed by the Commander, the “Seat
Belt On” sign does not indicate a requirement for cabin crew members to be seated.
Commander will inform Senior Cabin Crew without undue delay if they are required to
interrupt the service and take position at their station and fasten their belts.

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[Link] Other Persons on Board

All persons on board shall remain in their seats with their seat-belts fastened whenever so
instructed by the Commander, either verbally or through use of the seat-belt sign.
Commander can authorize cabin crew member to start their job even if seat belts sign is “on”.

8.3.12 Dismissing to Flight Deck

Cockpit door will be always closed and locked. No person, other than a flight crew member
assigned to a flight, is admitted to, or carried in, the flight deck unless that person is:

 An operating crew member; or

 A representative of the Authority responsible for certification, licensing or
inspection if this is required for the performance of his official duties; or
 Personnel cleared to fly seated in the Vacant Flight Deck Crew Seat.

The Commander must be sure that:

 In the interest of safety, admission to the flight deck does not cause distraction
and/or interfere with the flight’s operations; and
 All persons carried in the flight deck are made familiar with the relevant safety
procedures.

The final decision regarding the admission to the flight deck is under the responsibility of the
Commander.

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[Link] Flight Deck Discipline

Non-essential activities such as Operator calls unrelated to safety, the filling out of forms and
documents, non-essential communications with other flights etc. should be avoided during
critical phases of flight (for Definition, see I.9).
The Commander must ensure that in general there is no unnecessary conversation or
performance of non-essential duties during all phases of flight below FL 100, including ground
maneuvering.
In the rare event of visits by passengers to the flight deck, it must be clear that it doesn’t have
to interfere with the safe operation of the aircraft and, where necessary, Commanders should
brief visitors to this effect. While visitors are present, one pilot must concentrate solely on
the operation of the aircraft and on the maintenance of ATC communications. Visits to the
flight deck should in most cases be limited to the cruise phase of flight. In general, visitors to
the flight deck should be briefed that they should not initiate conversations with the flight
crew and that in the event of any warning indication they must remain silent.

[Link] Power to Inspect

See sub-chapter 2.5. for admission of Authority inspectors to the fly deck.

8.3.13 Use of Vacant Crew Seats

Two different types of vacant crew seat may be available on LWA airplanes:
 Flight Deck Crew seats.
 Cabin Jump-seats.
The carriage of revenue passengers on vacant Flight Deck Crew seats and Cabin Jump seats is
not permitted. The carriage of NON-revenue passenger on vacant Cabin Jump seats is
permitted. The Cabin Jump seats that may be occupied are only those that are not essential
to be used by the minimum Cabin Crew requirement for emergency evacuation. Any person
seated on Flight Deck Crew seats and Cabin Jump seats should be briefed on safety procedures
and on use of emergency equipment.

Note: Cabin Crew not included in the minimum Crew requirement may sit in the Flight
Deck.

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[Link] Use of Vacant Flight Deck Crew Seats

The use of vacant Flight Deck Crew seats is only permitted at Commander discretion.
Any person that occupies a vacant Flight Deck Crew seats must be briefed of use of safety
equipment relevant with crew seat and general Flight Deck rules. The Commander may
refuse the access to the flight deck if, in his opinion, the safety of the airplane would
thereby be endangered. The following persons are authorized on the Flight Deck seats:

 LWA Ground Engineers following the flight for technical reason.

 LWA Flight and Cabin Crew on-duty or off-duty.
 LWA Flight Operations Personnel.
 LWA Flight and Cabin Crew not yet type rated or certified. Flight
Crew Member of known IATA carriers.
 Any person cleared by the Flight Operations Manager.
 Civil Aviation inspectors on duty for the specific flight and authorized.

The Commander may refuse the use of Flight Deck seats if the presence of any person
including the Civil Aviation inspector would be prejudicial to the safety of the flight.

[Link] Use by ID Tickets of Cabin Crew Jump Seats

In case of overbooking, transportation of LWA passengers with Airline Discount (ID = P.A.D.)
on free Cabin Crew jump seats may be granted by the Commander provided:
 the ID is in possession of a valid free ticket.
 the ID is properly briefed on safety procedures and equipment and their relevant
operating procedures, if applicable.

8.3.14 Incapacitation of Crew Member

Instructions on action to be taken in the event of incapacitation must be included in takeoff

and landing briefings. The phrase «Incapacitation Alert» or «Be Aware of Incapacitation» may
be used if both pilots are familiar with the above procedures.

[Link] General
The effects of a mild incapacity include reduced awareness or state of alertness, a mental pre-
occupation which may result in a lack of appreciation of significant factors, slow reaction
times, and an impairment of judgment.

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The incidence may affect one or more of a crew when the causal factors are common but the
effects are rarely so significant as to promote a hazard in them.

Minor omissions or misjudgments by an individual are usually ready exposed and corrected by
another crew member, provided that crews are trained to cross-monitor each other’s actions,
and provided that a crew complement is based upon a fail-safe concept whereby each
member is so trained and experienced as to accept or question another actions.

At the other end of the scale of incapacitation lies the possibility of complete collapse. Sudden
complete incapacitation may be silent or overt, and may not be preceded by any warning.
While it may occur at any stage of flight, fatal collapse most commonly occurs in the critical
stage of approach and landing when ground proximity presents a direct hazard. In this case an
accident is inevitable if the handling pilot collapses, unless the other pilot:
 detects the collapse; and
 is able to assume control in sufficient time.

Detection of the incapacitation in the silent case may only be indirect, i.e. only as a result of
the pilot not taking some expected action. If for example, the pilot conducting the approach
to land collapses without any overt sign, and the body position is maintained, the other pilot

- whose attention may well be directed elsewhere inside or outside the flight deck.
- will not be aware of his colleagues collapse until the expected order of events becomes
interrupted and his doubt is thereby aroused.
In this event he could be expected to question or look at the pilot, realize the situation and
take control. Taking control presupposes that the collapsed pilot's body does not
interfere with the essential primary flying controls and the absence of any restraint upon an
unconscious body poses a direct likelihood of the torso's falling on and interfering with the
control column or power levers. The implications at a low height are obvious. In the same
way a rigid grasp of, the controls presents a similar difficulty to another pilot assuming physical
control, and erodes the time available for corrective action.

[Link] Detection

Any overt abnormal action by a pilot is evident to other crew members: the silent collapse
may well not be detected when activity is minimal, particularly in the final approach in calm
conditions or with the auto-pilot engaged. It is common practice to reduce
intercommunications to a minimum at this stage.

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Accepting that a collapse in the cruise does not pose an immediate hazard because it will
certainly be detected with adequate time available to contain the situation, it is the collapse
at a low height which poses an immediate, direct hazard. In the absence of any obvious
indication of incapacity, it is only by continuous critical monitoring of a Pilot's action that his
incapacitation may be detected at an early stage. The critical problem is early recognition of
the incapacitation. The key for an early recognition of incapacitation are:
 Standard operating procedures.
 Routine monitoring and cross-checking of flight instruments, particularly during critical
phases of flight, i.e. Take Off, climb out, descent, landing and go-around.
 Use of the crew concept method of operation.
 Use of two communication rule.
The two communication rule is:
 If a Crew member does not respond appropriately to two verbal communications; or
 If a Crew does not respond to a verbal communication associated with significant
deviation from standard flight profile, the PNF should actively intervene.

[Link] Dealing with Incapacitation

Once detected, incapacitation in a crew member must first be contained and dealt with by re-
allocation of duties and changes in the flight plan to terminate the flight safely, with full
account taken of the reduced crew complement and consequent increased responsibilities
and workload. If the event occurs at a period of low workload, is passive and is not
accompanied by other adverse factors, it should be well within the capacity of the crew either
to complete the flight as planned or to divert it to an earlier landing. In these circumstances
the diversion would be dictated by considerations of securing medical attention for the
afflicted pilot, provided the aircraft is not thereby endangered. If the event occurs at a period
of high workload and/or is severe, proceed as follows:

 Care for the incapacitated crew member by summoning the assistance of other crew
members.
 Restrain the incapacitated crew member so that he cannot interfere with essential
controls or switches by fitting and locking full shoulder harness, sliding the seat fully
aft and locking partly reclined.
 Administer oxygen at 100%
 Consider enquiring if there is a medical doctor amongst the passengers.
 Declare an emergency and fully inform ATC of the situation and proceed to the
nearest suitable airfield at which medical assistance can be provided.
 Radar vectors from ATC can significantly reduce workload.

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 Removal of the incapacitated crew member from the flight deck area is rarely practical
but can now be considered if the process will not endanger safe operation of
the flight.
 Pass as much medical detail to ATC and request an ambulance to meet the aircraft on
arrival.
 If the passengers are aware of the problem or notice the aircraft deviating from its
planned route make a PA to inform and reassure if time and duties permit.
 Do not allow the incapacitated crew member to take any other further part in the
conduct of flight, even if they feel fully fit.
 After landing, taxi to a normal, but nearest practical, ramp position if able. This is
where facilities will exist to best remove the incapacitated crew member quickly. If it
is the Commander who has been incapacitated the Co-pilot should, taxi the aircraft
to a safe position on the ramp bearing in mind the limited maneuverability from
the right hand seat.
 After the flight the crew member must obtain medical clearance before next flight.

[Link] Cabin Crew Actions

The other Flight Deck crew member will make the following signal to the Cabin Crew:

 Primary : By PA, “CSD to Flight Deck!”.

 Secondary: Three double chime - Alert call switch.

The Senior Cabin Crew will report to the Flight Deck. The first priority will be to remove the
incapacitated pilot from the vicinity of the controls. Other Cabin Crew will call by PA the
assistance of any medically qualified passenger. Cabin crew member will:
 Pull the incapacitated pilot back into his seat, ensuring his arms and legs are away from
flight controls.
 If possible recline seat back.
 Fasten his shoulder harness and lock the straps.

With only one operating pilot left, the Cabin Staff will be required to help by reading the "
Checklist", to ensure that essential actions are carried out by the surviving crew member.
Simply read the list of checks asked by the pilot, ensuring that you get a reply for every line or
item read.

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[Link] Increment of Landing Minima

When one pilot is incapacitated (single pilot operations), the minimum RVR must be calculated
as per paragraph 8.1, but operations with an RVR of less than 800 mt is not permitted except
when using a suitable auto-pilot coupled to an ILS or MLS, in which case normal minima apply.
The Decision Height applied must be 1.25 times the minimum use height for the auto-pilot, if
limitations exist.

[Link] Extra Considerations

Pilots are reminded of the importance of always having the rudder pedals and seats adjusted
so they are in position to take over immediate control.
Be alert at all times particularly when close to the ground during take-off or landing that any
deviation from the normal flight path or failure to acknowledge may be due to incapacitation.
Flight Deck Management requires a call and definite acknowledgement at least when passing
through 1,000' above/below last assigned altitude. As a check against incapacitation this call
will be acknowledged by PF in accordance with Standard Calls. If no response is heard by
PNF/PM He / She will repeat the call. If no response is heard to this second call PNF will take
over control of the aircraft by declaring "I have control".

8.3.15 Cabin safety Requirements

[Link] General

The Operator's procedures in respect of such matters as the preparation of the cabin for flight,
its in-flight management and its preparation for landing are described in details in the Cabin
Crew Publications. The procedures for securing galleys and the cabin itself, and those to be
observed when passengers are embarking or disembarking, are also to be found in those
Publications. It must be highlighted that the number of the spare life jacket must be checked
with particular care. The procedures to be observed when refueling with passengers on board
or in the process of embarking or disembarking are to be found in sub-chapter 8.2.
Restrictions on the seating of certain categories of passenger, designed to ensure that
passengers are seated where, in the event that an emergency evacuation is required, they
may best assist and not hinder evacuation from the airplane are set forth in the same sub-
chapter 8.2. The Senior Cabin Crew is responsible for cabin safety from the time the airplane is
accepted for flight, until all passengers have been off-loaded at the end of the flight.

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All reasonable measures must be taken to ensure that no person is in any part of an airplane in
flight which is not a part designed for the accommodation of persons unless temporary
access has been granted by the Commander for the purpose of taking action necessary for the
safety of the airplane or of any person, animal or good item there in. If during boarding, flight
and de-boarding any passenger will be injured for any reason, SCC will inform without delay
the Commander of the flight and submit a report in the appropriate form.

[Link] Pre-Flight

In order to comply with directive issued by the Civil aviation authority, a security search, as
prescribed in the appropriate Publications, has to be done by the cabin crew members:

 Immediately prior to passenger boarding at base.

 Immediately prior to boarding on an intermediate stop.
 Before takeoff, after performing the appropriate checks (also named “14 points’
check”),

The Senior Cabin Crew, which is responsible for cabin safety, must confirm to Commander
that:

 The passenger compartment contains the requisite emergency equipment in the

appropriate stowage(s).
 The seat backs are in the upright position and lap straps and/or harnesses are neatly
arranged ready for use.
 Tables are folded and stowed, and any catering secured in its approved area or
compartment.
 Unless the weight and balance for the flight and passenger category will be such that
the random occupation of seats is permissible, passenger should be shown, or
conducted to their allocated seats.
 Passenger briefing should be carried out when all passengers are seated, and their
attention can ready be gained.
 Before takeoff, the Senior Cabin Crew will confirm to the Commander that the
passengers and Crew are seated and fastened and that all equipment and baggage is
properly secured by announcing to him “Cabin Secure for takeoff”. Just before
entering in the runaway
 PF announce “Cabin Crew prepare for takeoff”, after this communication, strict inter-
phone silence must be observed until landing gear is retracted after takeoff, unless
abnormal / emergency problems arise.

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[Link] In-flight

Whenever the "Fasten Seat Belt" sign is illuminated the cabin staff will ensure that all
passengers seat belts are securely fastened. SCC will inform Cockpit Crew as soon as possible
of action done. In the event of turbulence, the Senior Cabin Crew will ascertain from the
Commander whether or not the Cabin Crew can continue working, or whether they should
secure their equipment and return to their seats.

[Link] Pre-Landing
Before landing, after performing the appropriate checks (also named “14 points’ check”), the
Senior Cabin Crew, must confirm to the Commander that the passengers and crew are seated
in their allocated seats with their seat belts fastened and that all equipment and baggage is
properly stowed by announcing to him "Cabin Secure for Landing". During final approach PF
announce “Cain Crew prepare for landing”, after this communication, strict inter-phone
silence must be observed until the aircraft has landed and has evacuated the runway, unless
abnormal / emergency problems arise.

[Link] Post Flight

Passenger should be instructed to remain seated with their seat belts fastened until the
airplane has come to a complete stop and the engines have been shut down. Usually a cabin
crew member is to open the airplane door(s) and remain in attendance with the passengers
until an approved escort is available. The Commander is to ensure that local aerodrome
procedures do not prohibit pedestrian passengers from traversing the movement area. In
order to comply with directive issued by the civil aviation authority, a security search, as
prescribed in the appropriate Publications, has to be done by the cabin crew members:
A. Immediately after the disembarkation of passenger.
B. Termination at base.

[Link] Portable Electronic Device (PED)

There have been reports of interference to aircraft navigation, communication and flight
control systems caused by passengers operated portable electronic devices. The OPS 1 and
the Civil Aviation Authority require that all portable electronic devices are switched off
immediately after boarding with the exclusion of the following devices:
1. Hearing Aids.
2. Heart Pacemakers.
3. Electric Razors.
4. Tape Cassette Players.
5. Electronic watches.
6. Personal Life Support Machines.
7. Calculators.

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It is allowed on ground the use of electronic device with the door open and, with the
Commander approval, with the door closed during a long ground delay . Prohibited Devices
The following electronic devices may not be used by passengers at any time on board the
aircraft and should be completely turned off and not left in “Standby Mode”:
1. Radio Transmitters
2. Remote. Controlled Toys
3. Portable. Compact Disc Players.
4. Any Electronic Transmitting Devices.

[Link].1 Other Devices

Other devices may be used after Takeoff, once the “Seat Belt” sign has been extinguished, but
the device must be switched off when the “Seat Belt” sign is illuminated before landing. It is
not necessary to have these devices turned off if the “Seat Belt” sign is temporary illuminated
due to turbulence.

The list of devices acceptable under the circumstances outlined above includes but is not
limited to:
1. Audio or Video Recorders.
2. Audio or Video play back devices.
3. Radio and TV receivers.
4. Electronic Entertainment Devices, except those installed by the airline.
5. Computers or typewriters

Note: Personal Computer should never be connected to CD ROM, printers, data entry pad
or/and remote controlled mouse or devices (a mouse card may be used).

Company Video Walkman

For some type of aircraft and flights Company Video Walkman certified by the Authority may
be used on board of LWA airplanes with the following conditions:

 The system power supply to the passenger seats shall be controlled by a switch and
protected by circuit breakers.
 In order to satisfy FAA/JAA requirements the system must be turned off during
Take-Off, Approach and Landing (at or below 20000 ft).

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 The above mentioned power supply system is certified only and exclusively for use
with the Libyan Wings Video System. , which shall be connected to the power supply
only by means of the adapter cable distributed by the cabin staff.
 Since the adapter cable and the power supply are the same as those usually found in
commerce for use with video cameras or other similar devices, passengers shall
be instructed, at the time of distribution, that it is absolutely forbidden to
connect any “electronic devices” other than those supplied by the Company.
 Furthermore, to satisfy the requirements of the FAA/JAA, during Take-Off and
Landing, the Video System must be stowed in the appropriate trolley.

For operational procedures and type of the system refer to appropriate Cabin Crew
publications.

[Link].2 Requirements

An announcement must be done before any takeoff and before any approach when the “No
Smoking” is turned on. Cabin Crew should carefully and continuously monitor that
electronic equipment not authorized is not used. Cabin Crew should ensure that use of any
device does not impair any passenger’s understanding of safety brief. For example persons
listening to portable tape players during the safety brief should be asked to cease listening
till the end of the brief.
The electronic devices authorized by the Commander may be used but before their use the
Commander must be advised and the users identified.

[Link].3 Interference

Should it be suspected that a passenger operated electronic device is causing interference

with aircraft systems, the following steps should be taken:
 confirm passenger use of an electronic device.
 request the passenger to turn off the device.
 the affected aircraft electronic equipment should be rechecked. confirm
that the suspected device is the one causing interference by having it
turned on and off several times while the affected aircraft equipment is
being monitored (This test is important to show a cause and effect
relationship), and
 if interference is confirmed, request that the passenger turns off the device and keeps
it turned off.
 The Commander of the aircraft may prohibit the use of any passenger operated
electronic equipment if he so wishes.

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[Link].4 Notification

If an interference, or a suspicious interference, has been caused by a passenger operated

electronic device, the Commander must report the occurrence in the technical log and a
compile a report to SSP with the following details:
 Aircraft identification (flight number) and type.
 Aircraft position
 Identification of the affected aircraft equipment and
affected radio frequency (if applicable).
 Description of the interference effects and degree of
severity.
 Note if the interference is observed on another system (if the system is
duplicated).
 Seat number of the passenger operating the device.
 Description of the device, make and model number, serial number, and mode of
operation (i.e. tape player mode, radio mode, etc.).
 Name and telephone number of passenger operating the device in case the device is
required for further testing.

Note: The failure to follow the prohibition is an offence liable to art. 1231 of “Navigation
Order” (Navigation safety) and the Commander must notify the infringement to the
Authority.

[Link].7 Passenger Seating Precautions in Case of Emergency Evacuation

Refer to sub-chapter 8.2. (Seat allocation procedure).

[Link] Procedures During Passenger Embarkation and Disembarkation

One cabin crew member must be present at a boarding door when passengers are embarking
and disembarking. The remaining cabin crew members will take position in the cabin to assist
passengers. Handicapped and elderly passengers, unaccompanied children and parent or
guardian with infants or children will be seated in according with disposition reported in sub-
chapter 8.2. (Seat allocation procedure). As soon as passengers are boarded, the “Welcome
on board PA announcement” should be made. Workload permitting, Commander or co-pilot
will be present at the forward left boarding door during embarkation and disembarkation of
passengers. If any passenger becomes unruly, procedures are developed in sub-chapter
8.2. (Unruly Passengers).

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[Link] Passengers Precautions During Refueling/Defueling

Refer to sub-chapter 8.2. (Fuelling /Defueling with Passengers embarking, on board or

disembarking).

[Link] Smoking in Aircraft

Smoking is prohibited in any part of the aircraft.

8.3.16 Passenger Briefing Procedures

Passengers are verbally briefed about safety matters, parts or all of which may be given by an
audio-visual presentation. The procedures in respect of the content, means and timing of
passenger briefings are contained in Cabin crew publications. Flight crew members are
required to make themselves broadly familiar with these provisions.

[Link] Passenger Information on Board

It is the Commander’s responsibility to maintain contact with his passengers in order to

ascertain that they receive the best service possible and are kept informed about the flight.
It is unacceptable that passengers are not informed about details of the flight and especially
deviations from normal operations. The public address system (PA) is a very effective service
tool. It should be used whenever flight deck workload permits to promote greater confidence
in the company’s service.
The Commander may delegate communications to the most suitable crew (either flight crew
or cabin crew) to keep passengers informed in a specific language.

[Link].1 Responsibility for Information

As long as the doors are still open, it is the duty of the ground personnel to inform the
Commander about delays exceeding 5 minutes.
The Commander in turn will provide appropriate information for the passengers, either
personally, via the cabin crew member-in-charge or the (Operator) ground staff, e.g. if
knowledge of local language is required.

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In case of delayed boarding, information should be sought from the ground staff if
announcements have already been made to passengers (e.g. reason for delay). As soon as the
doors are closed, it is the responsibility of the Commander or the designated crew member
to inform passengers about all substantial irregularities, such as departure or approach
delay, technical troubles, missed approach etc.

[Link].2 Coordination

Announcements should be coordinated with the cabin crew member-in-charge in order to

avoid duplication of information. Care must be taken not to disturb passengers with routine
announcements during the night or while showing movies.
Whenever delays or irregularities occur, the flight crew might be busy with handling a situation
operationally/technically. Therefore, if a delay or irregularity becomes obvious (e.g. if the
airplane is returning to the parking or has discontinued its Take-off and is back at taxi speed or
prepares for landing shortly after Take-off), the cabin crew member-in-charge shall contact
the flight crew on his/her own initiative. He/she will seek information on the details of the
irregularity to be able to advise the passengers duly, if so required by the Commander.

[Link].3 Presentation of Information

Passengers are a «captive audience» and, as experience has shown, announcements via the
PA find a mixed acceptance. Therefore, the commander (or the designated flight crew
member) shall select length, contents and number of announcements so as to make them as
pleasing as possible to those who like them and as not irritating as possible to those who
dislike them. It is preferable to make rather brief announcements, but to inform the
passengers repeatedly. In order to avoid monotony, announcements shall be as varied as
possible. The following hints might be helpful:
 Introduce yourself before the first announcement.
 stick to facts, use direct and simple expressions and well-known geographical
names for position reports.
 do not use technical terms, which passengers might not understand
 Be cautious in using humor (Passengers might disagree on what is funny).
 Avoid expressing opinions.
 Passenger announcement should be made in a positive manner as far as
possible.
 Expressions which could scare the passengers, such as «bad weather», «heavy
turbulence», etc., should be avoided when informing about weather conditions.
 A delay shall not be mentioned repeatedly.

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 After one announcement and one apology, further information

should refer to «remaining flight time» or «ETA» only.
 The cabin crew member-in-charge will automatically
include an apology in the welcome.
 speech if a flight is delayed substantially.
 Announcements from the flight deck shall usually
be made in the two languages.
 It is recommended to delegate announcements in languages in which
one is not sufficiently fluent.
 In such cases co-ordination may be necessary with the cabin
crew member-in-charge.

[Link].4 Procedures for Normal Operation

As soon as feasible after Take-off, the Commander shall inform the passengers about flight
plan, weather en-route and other information deemed necessary.
Subsequent announcements should state additional en-route information, e.g. flight progress,
points of special interest, leaving/ reaching coastlines on ocean flights, etc. These information
shall usually also be made in IMC. Final announcement should be made when the destination
actual weather report has been received and the traffic situation at the landing aerodrome
can be better judged concerning possible arrival delays etc. Information and explanation
about the following special circumstances should comprise at least:
 Anticipated turbulence.
 Deviations from the intended plan of operations which are of interest to the
passengers.

[Link].5 Procedures for Irregular Operation

Suitable information should, if possible, be transmitted before passengers start impatient

inquiries, but not before a sound explanation of the circumstances can be given. Information
should be based on the following principles:

 Reasonable and realistic statement of duration of a delay.

 Once a defined time has been given, this time should in no case be extended further
without informing the passengers accordingly. If no time statement can be made,
the passengers should be told so.
 In case of prolonged delay, the Commander should inform the passengers through the
cabin crew member-in-charge of all arrangements in such a way that absolutely no
misunderstandings between Commander, cabin crew members and passengers will
arise.

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 During extended ground stays in case of irregularities, personal contact between crew
and passengers may advantageously assist in handling the situation. It is of great
importance that the Commander and station personnel are always informed where
the Commander/station personnel, the other crew members and the other crew
members and passengers can be contacted. Changes of departure time should be
transmitted to these groups as soon as practicable by the station personnel.
 When a diversion becomes necessary, passengers shall be informed as soon as
possible and be advised that their onward transportation or accommodations will be
arranged by ground personnel.
 Such transmissions are subject to flight deck workload and are usually not made later
than 20 minutes prior to estimated time of arrival.

[Link] Routine Passenger Briefing

[Link].1 Normal Briefings

A Before take-off (to be performed as soon as suitable).

Passenger’s attention is to be drawn to the briefing cards, which they should be advised
to read. They are in any case to be briefed on:
 smoking regulations.
 back of the seat to be in the upright position and tray table stowed.
 location of emergency exits.
 location and use of floor proximity emergency escape path marking (when
applicable)
 stowage of hand baggage.
 restrictions on the use of portable electronic devices.
 location and contents of the safety briefing cards.

B After take-off.
Passengers are reminded of the following if applicable:
 smoking regulation, with particular reference to its prohibition when visiting the
toilets.
 use of safety belts and/or safety harnesses, including the safety benefits of having
safety belts fastened .
 when seated irrespective of seat belt sign illumination.

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C Before Landing.
Passengers are reminded of the following if applicable:
 smoking regulation.
 use of safety belts and/or safety harnesses. re-stowage
of hand baggage
 back of the seat to be in the upright position and tray tables stowed.
 restriction on the use of electronic devices.
D After Landing.
Passengers are reminded of the following:
 refrain from smoking until they have entered a clearly defined smoking area.
 use of safety belts and/or safety harnesses until aircraft stop.

[Link].2 Demonstrations

Before takeoff passengers will receive a demonstration of the following:

A safety Belts.
Demonstration of the use of safety belts and/or safety harnesses, including how to fasten
and unfasten them.
B Oxygen Equipment.
The location and use of oxygen equipment if required.
Passengers must also be briefed to extinguish all smoking material when oxygen is being
used. Demonstration is compulsory for flights:
- above FL 250.
- where the minimum flight altitude on any part of the route is more than 14,000 ft.
or with a flight time exceeding two hours.
C Life Jackets.
The location and use of life jackets if required.
A life Jackets demonstration for passengers must be made before Take-off:
 whenever there is water within 500 m after runway end (along its axis).
 if any part of the flight will be over water at a distance of more than 50 NM
from the shore.

[Link] Briefing in Emergency

In an emergency during flight, passengers are instructed in such emergency action as may be
appropriate to the circumstances.
Proper briefing of passengers is most important to prevent shock or panic. It is of special
importance that the Commander performs the passenger briefing personally. He shall explain
the situation in a calm and professional manner so as to encourage the passengers to

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have confidence in the crew’s ability to cope with the emergency. Only if conditions prevent
the Commander from informing the passengers himself, he may designate and brief another
crew member to perform this duty. The detailed briefing by the cabin crew members shall
include instructions as appropriate, depending on the circumstances.

8.3.17 Procedures for Airplanes operated whenever Required Cosmic or Solar

Radiation Detection Equipment Is Carried

Regulations state that aircraft intended to be operated above 15.000 m (49.000 ft) must be
equipped with an instrument to measure and indicate continuously the dose rate of total
cosmic radiation being received and the cumulative dose on each flight. Since LWA does not
have any aircraft able to fly above 49.000 ft, the present procedure does not apply.

8.3.18 Policy on the use of autopilot and auto throttle

During revenue flights the use of automation (autopilot and auto throttle / auto thrust) is
highly encouraged in LWA. Their use must be done in accordance with limitations reported in
OM part B, AOM.
Due to training or self-training needs, automation can be used in a reduced way or not used
at all, the Instructor (in case of training) or the Commander (in case of self-training) is required
to carefully evaluate the overall situation before acting with a voluntary downgraded
automation. In any case, safety of the flight must never be jeopardized.

8.3.19 Company’s Procedures and Techniques

The following instructions must be considered as a “baseline” for LWA's operations. If

necessary, deviations from the present paragraph are acceptable. Deviations from the
present “Company’s Procedures and Techniques” can be done by:

 The FOPH through a temporary revisions and/or internal

communications.
 The Commander of a specific flight for that particular flight only. In this case the
Commander is required to motivate the reason of the change to the FOPH if asked to
do so.

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[Link] Flight Deck Procedures

Although the Commander holds final responsibility all other crew members must monitor and
assist the Commander in decision making and in obtaining information on which decisions can
be made.
A Commander must afford the opportunity for other crew members to question his decisions.
It is important that a spirit of co-operation should exist between Flight Crew and Cabin Crew.
Both sides have a vital contribution to make and this fact must be recognized. Successful
operation of an airplane is the responsibility of all crew members.

[Link].1 Crew Briefing

The “Crew Briefing” must be done in the appropriate locals before starting the operations
(preliminary checks) on board the airplane. It must last 10-20 minutes and it must cover, but
not limited to, the following topics:

1. Assigned positions and duties.

2. Commercial information and recommendation.
3. Review of emergency situation.
4. Weather information.
5. Assistance to the passengers.
6. Allocation and use of Emergency and safety
Equipment.
7. Special instructions.

All the crew members (flight and cabin) should be present during the “Crew Briefing”.
In exceptional circumstance “Crew Briefing” can be performed on the airplane before
boarding.

[Link].2 Onboard

Flight Crew and Cabin Crew should inform each other of any relevant items which are
unserviceable or missing with reference to the Technical Log or Cabin Defects book. Ensure
the Security Check is completed and reported to the Commander. Cabin Crew has to inform
the Commander when the airplane is ready for boarding. The Commander will give the
clearance to start boarding directly to the Ramp Agent or through the Senior Cabin Crew.

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From the point at which the Senior Cabin Crew leaves the flight deck having given the cabin
secure check, communication between the Flight Deck and Cabin Crew should only be
conducted via Interphone for urgent information.

Cabin Crew will remain in full harness from that point until after take-off when the Cockpit
appropriate call or the “released to work” signal will be received.

[Link].3 During Flight

Whenever conditions allow, the Flight Crew should be offered drinks soon after take-off, and
at further intervals during flight. The Flight Crew should not be demanding about drinks, or
feed, especially at times of high Cabin Crew workload. Common sense is expected from both
parties. If unexpected turbulence is encountered the Commander must inform the
Cabin Crew immediately, and tell them whether the service should be continued or not.
Any unusual occurrence audible, visual or commented on by passengers must be reported to
the Commander immediately.
Flight Crew should be aware that this may result in trivial occurrences being mentioned but
this is preferable to serious problems not being reported. Cabin Crew should inform the
Flight Crew in plenty of time for any requirements that need passing over the radio e.g.
wheelchair, bar uplifts etc.

The Commander should warn Cabin Crew of any expeditious approaches as this has
implications for the Cabin Crew in safely completing the cabin service and preparing the cabin
and passengers for lending.
A recycling/setting of the No-Smoking Signs switch will be given by the PNF / PM at about
10.000 ft descending meaning that Cabin Crew members should prepare the Cabin for
landing.

Giving a Cabin secure Signal or placing of the 'cabin secure' indicator to the 'Secure for Landing'
position signifies that the Cabin Crew have stowed the trolleys following completion of the
service and that the passengers are briefed with their seatbelts secured. At any time after this
signal is given the Cabin Crew are able to immediately complete their final check of cabin
security and adopt their own strapped in, seated positions on receipt of the landing warning.
Having received the signal for landing (Cabin Crew Prepare for Landing) the Cabin Crew will
then remain seated and strapped in until the airplane reaches its allocated parking position.
In abnormal situations where the presence of the Senior Cabin Crew is urgently required in
the flight deck, this can still be achieved by the attendant call system or by a PA to that effect
“CSD in the flight deck”.

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[Link].4 After Landing

Flight Crew should be informed when all passengers have disembarked. If any crew
member is finishing duty before the rest of the crew the Commander should be
informed to enable him to meet the new crew member, and to check that the flight
report reflects the change.

[Link].5 Flight Deck safety Procedures

Cutlery on the Flight Deck

Great care must be taken of cutlery on the flight deck. A lost item could cause a serious
situation if it should find its way into the mechanism of the flight controls. Any loss on
the flight deck of cutlery or similar items must be reported in the Technical Log.

Spilled Liquids on the Flight Deck

Spilled liquids could be a serious safety hazard if leaks into the many electrical areas of the
Flight Deck. The Cabin Crew has been instructed to ensure that all items of food or drinks to
be passed to the pilots at the control behind their shoulders. Glasses must be half full to avoid
spillage in case of turbulence. Flight Crew are also reminded of the possible corrosive effects
of spilled salt and of the possible damage which may be caused by spilled sugar. Any device
containing mercury, or quicksilver must not be handled on the Flight Deck.
Any spillage on the flight deck which might have harmful consequences must be reported in
the Technical Log.

Loose and Magnetic Objects on the Flight Deck

Attention is drawn to the risk of having loose parts lying about the flight deck. Several incidents
have occurred because such parts have fallen down and blocked controls etc. Blocking has also
been caused by nuts, bolts etc., coming loose in-flight and falling down on the flight deck. If
this occurs, every effort must be made to find the object(s) and, if unsuccessful, an entry has
to be made in the airplane technical log so that a thorough search can be affected on the
ground. As a rule, no loose objects that are not known to be absolutely non-magnetic may
be placed closer to the magnetic compass than about 75 cm.

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[Link] Normal Procedures And Techniques

[Link].1 General

In order to avoid any misunderstanding on the flight deck or with ground personnel, the
following policy applies:
 in all flight deck drill procedures such as use of checklist, orders/call-outs according to
flight procedures, the English language must be used.
 for general briefings, e.g. take-off briefing, approach briefing etc., a language
understood by all active Flight Crew members shall be used.
 the standard terminology and signals laid down in the Operations Manual shall be
applied.
 in case of language difficulties with ground personnel, any suitable language may be
used.

[Link].2. Pre-Flight Procedures

A Organization
A pattern of preparation to avoid omissions and wasted time should be developed. All
items of equipment and documentation must be at hand on the flight deck to avoid a
last minute rush or disruption in the cabin for forgotten items.
Flight Crew must take care of the cockpit Documents and Publications keeping them in
good shape and order. Last minute problems such as passenger or galley loading,
maintenance discrepancies, changes to weather, traffic or runway should be brought to
the attention of the Commander. Moreover, parking brakes should be selected on prior
to pax boarding.
B External Pre-Flight Checks
External pre-flight checks will be conducted by authorized flight crew, qualified for this
specific task. The external inspection must be carried out before each departure with
the use of checklist, wearing the appropriate fluorescent jacket and in accordance with
the AOM. Particular attention must be done during cold weather period for "blue ice"
formations. Blue ice is created when restroom holding tanks or drain tubes on an aircraft
leak. Even if it could not be a hazard for the aircraft, ice accumulation may drop off of
the aircraft during flight, jeopardizing ground personnel and ground property. During
walk around, flight crew are required to check with care all drains: if blue ice formations
are encountered, Commander must activate the Line Maintenance Organization in order
to remove these formations before accepting the aircraft.

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C Internal Pre-Flight Checks

The internal pre-flight checks must be carried out in good time in order that rectification
on any un serviceability dealt with as soon as possible. Technical Log Folder (pad) shall
be checked for MEL, expiring inspections and any open items that may affect the flight.
Use of APU, especially with bleed on, should be kept at minimum within AOM limitations
D Before start Checks – Cockpit preparation
Partial checks and setting up the departure routing in anticipation of the next crews’
requirement should not be done.
E Company’s Cost Index (C.I.) – if applicable
Cost Index (C.I.) is a fundamental input for the computation of the ECON Speed / Mach.
ECON Speed and ECON Mach reduce the total cost of the flight in terms of flight time
and fuel consumption (and not only in term of fuel saving). Recommended cost indexes
are reported in ATL System..
F Evacuation Switch – if applicable
Evacuation command can be activated in almost all aircraft either by the Commander or
Cabin Crew, depending on the position of the “evac” switch (CAPT or PURS/CAPT). It is
sa’s policy to set the “Evac” switch in CAPT position.
G Taxing
Taxing procedures, standards and techniques are specified in AOM (FCOM). It is highly
recommended to perform the before take-off instruments and flight control checks at
parking before taxi. As a general rule, when taxiing the Flight Crew:
1. Should maintain a speed that permit easy and timely
reaction.
2. Should operate the engines at idle or near idle.
3. Must maintain a good look out throughout the
entire taxi.
4. Must not ride the brakes since brakes wear or brakes hot temperature occur
when high number of applications have been made
5. The use of thrust reverse,, unless in emergency, is not allowed out of the
runways to avoid F.O.D. damage.

The PNF must place the feet on rudder, without interfering the handling, but ready to
take over immediately the aircraft from PF if necessary. For A 319, despite of procedure
reported in AOM (FCOM), crew are required to minimize the use of the “RWY Turn Off”
lights at night time, when necessary (usually during turn). Commanders have always the
final authority to decide whether the use of “RWY Turn Off” lights (day or night) is
required.

H Before Takeoff Checks

In addition to the checks reported in the Operations Manual, part B, the flight crew must
advice through P.A. all the Cabin Crew Members of the imminent takeoff with the
following phrase: “Cabin Crew, prepare for Takeoff ”.

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[Link].3 Take Off

During T/O the crew must adhere strictly to the procedures stated in OM Part B. To avoid any
possible misunderstanding the communications must be done using the standard words and
loud and clear voice.

The PM/PNF must place the feet gently on rudder and hands near flight command,
without interfering the handling, but ready to take over immediately the aircraft from PF if
necessary.

For fuel saving reason, take off should be performed with bleed off, unless otherwise required
by the Commander.

Max crosswind components accepted by LWA are those quoted which have been
demonstrated (see O.M. Part B, AOM).

[Link].4 Flight Management

A. Climb checks
In addition to O.M., part B, unless operational reason dictates different, during the climb,
when crossing 10,000 ft, the Pilot Flying will perform / ask to perform the following
check:
1. speed change from 250 kt to the climb speed.
2. MCP panel: switch the “altitude selector knob” from 100 ft to 1,000ft (if
applicable).
3. Airplane pressurization: check if working normal.
4. TCAS: check TA/RA position.
5. Anti-ice system, ignition system and radar: select
as needed.
6. Unless operational reason dictate different,
7. when crossing 20,000 ft climbing the Pilot Flying will switch
off / ask to switch off the “Seat Belt On” sign.

Crew Coordination
A two pilot operation is largely one of monitoring. In addition to the allocated duties
both pilots must monitor the airplane’s flight path visually and through the
instruments, the central warning system, all clearances and where possible radio
communications, radio selections, identification of beacons, and actions carried out to
achieve a safe expeditious operation.
Both pilots must monitor receipt of the ATC departure clearance and must cross-check
this against Nav Log (CFP), displays and FMS/FMGS.

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FMS/FMGS Operations
At the pre-flight stage, the routing entered into the FMS/FMGS must be cross-checked
against the Nav Log (CFP) by both pilots.
Similarly both pilots must confirm entry of the correct SID on receipt of the clearance
from ATC. Once airborne, route modifications, STARS etc. must again be checked by both
pilots prior to execution. Always confirm data displayed by the FMS/FMGS conforms to
published routings and profiles. In the event of a discrepancy, ensure that the published
routing/profile is flown, using raw data if necessary.

D. Autopilot Operations
Operations with Autopilots must be monitored by both pilots and crosschecked on FMA
ensuring that the commands are properly executed by the aircraft. Row data must be
continuously monitored for coherence with Autopilot/Flight Director performances. No
form of auto flight is considered a substitute for the pilot at controls. Although the
reliance upon any auto flight function is safe, readiness for instant manual take-over is
permanently required.

E. System status monitor

Both crew members must be aware of airplane system status and will monitor any
actions which may cause the status to change.

F. Descent checks
Unless operational reason dictate different, when crossing 20,000 ft descending the Pilot
Flying will switch on / ask to switch on the “Seat Belt On” sign, if not already on. Unless
operational reason dictate different, when crossing 10,000 ft descending, in addition to
the procedure reported in the AOM (FCOM), the PF will perform / ask to perform the
following check:
 Speed changed from descend speed to 250 kt.
 MCP panel: switch the “altitude selector knob” from 1,000 ft to 100ft (if
applicable). Anti-ice system, ignition system and radar: select as needed.
 Recycled of “No Smoking “sign.

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[Link].5 Landing and Go-Around

Flight Crew are required to touch-down within the “RWY Touch-down Zone”.

A Landing Checks

In addition to the checks reported in the AOM (FCOM), the flight crew must advice
through P.A. all the Cabin Crew Members of the imminent landing with the following
phrase: “Cabin Crew, prepare for Landing”.
Use of auto-brakes must always be taken in consideration.

For A 319 , despite of procedure reported in AOM (FCOM), crew are required to minimize
the use of the “RWY Turn Off” lights at night time, when necessary (usually during turn).
Commanders have always the final authority to decide weather the use of “RWY Turn
Off” lights (day or night) is required.

B Stabilized approach
LWA flight crew member must perform a go around whenever the aircraft it is not
stabilized on final approach.

C Wind components during landing

Max Crosswind components accepted by LWA are those quoted which have been
demonstrated (see OM Part B, AOM). It must be noted that these values do not take
account of other factors such as lack of pilot experience, extreme gustiness, slippery
runways, or other adverse meteorological conditions or airplane unserviceability.
Whenever wind conditions are critical ATC should be requested to report the surface
wind continuously during an approach.

D Go Around
In case of go around the Commander must report on captain report the event and advise
the passengers as soon as possible for intentions.

[Link].6 After Landing

Use of reverse.
Reverse thrust should be used as indicated in type specific manuals. It should be noted
that safety levels are likely to be effected to an unacceptable extent if reverse thrust is
not selected when: The runway is wet and the landing distance is less than 140% of the
landing distance required.

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The runway surface is covered with snow, slush, ice or standing water. The landing is
made with a tailwind component. The target threshold speed has been increased.
 There is any un serviceability of the retardation devices such as lift dumpers or
anti-skid brake unit, or a reverser is locked out.
 Landings in Cat 2/3 conditions.
 The minimum width for snow clearance exists.

Before electing not to use standard reverse thrust the following points should be
considered:
 The difficulty of forecasting the onset of aquaplaning;
 The difficulty of detecting degraded brake performance and the consequent
adverse effect on airplane retardation.

NOTE: Push back using reverse thrust is not authorized.

B. After Landing Checks

The after landing Checks should be carried out after the airplane has cleared the
runway, not during the later stages of the landing roll, and after the taxi route has been
established. Standard Company Procedure is to taxi-in at arrival with one engine only.
Refer to AOM for proper technique.

C. Parking and Securing

When parking extreme caution has to be applied on surrounding obstacles and the
speed must be kept at minimum. In case of dock system failure follow qualified marshal
signals for parking. In this case self-parking is not authorized. Parking brakes should be
kept on during pax disembarking.

The crew must leave the aircraft in perfect order storing all documents and Publications
in the appropriate manner and in the right place.
The aircraft must not be left unattended.

The crew must wait for the next crew or the technical personnel before leaving the
aircraft. If this is not possible the flight crew must secure the aircraft and leave the
airplane with no electrical sources on and with all the doors and cargo doors closed.

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[Link] Abnormal / Emergency Procedures and Techniques

[Link].1 General

An abnormal and/or emergency situation is a circumstance or set of circumstances developing

during the flight or on the ground which in any way might result in a situation requiring special
handling to ensure the safety of passengers on the aircraft. They can be categorized as the
following:

Pre-planned abnormal / emergency (“Emergency Call”): where the time factor is such that the
Commander can brief the Senior Cabin Crew and cabin preparation and passenger
briefing can be achieved. The initiation of the procedure will be either:
 via P.A. with the call: “CSD to flight deck”
 via Emergency Call.
Unplanned emergency (“Emergency Alert”): where a little or no prior warning is available and
results in an unplanned evacuation. Flight Crew will inform Cabin Crew of this situation
through P.A. with one of these two sentences:
“Attention Crew at Stations!”

It worth noting that, after this message, the Flight Crew will give either the order to evacuate
or the information that emergency situation is over (“Cabin Crew and Passengers remain
seated” when on the ground or “Normal Operations” when airborne).
Whenever possible, the commander must brief the senior cabin crew, which must include (but
not limited to):
1. Nature of the emergency.
2. Intentions of the Commander.
3. Time to landing.
4. Special instructions.

The acronym used to keep in mind the above points is “NITS”. The end of an emergency
order is given:
(i) In flight via P/A with:
“Normal Operations”
(ii) On the ground via P/A with:
“Cabin Crew and Passenger remain seated”

If the emergency arises from passengers’ cabin the cabin crew will advise the flight deck via
Emergency call on cabin handset.

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[Link].2 Abnormal / Emergency Procedures and Communications

The standard Abnormal / Emergency procedures and communications can be found in the
AOM (FCOM) or in the appropriate Cabin Crew Publications. Flight crew should notify the
passengers selecting the “No Smoking / Seat Belt” signs to ON and via P.A. (workload
permitting) the intended (if any) emergency landing. Anyhow, it worth highlighting few order
that can be said by the Commander:

“Brace for Impact!”: prior to an emergency landing or ditching, Commander must order
to all passengers and crew to brace for the imminent impact (no later than 1 minute
before impact). This is the way to order to everybody to assume the correct position;
CSD to flight deck: Means that an emergency descent is terminated or that a pre-planned
abnormal situation is present. This call is used also for a pilot incapacitation.

[Link].3 Catastrophic Situation

Evacuation is usually ordered by the Flight Deck. However some situations like:
 Aircraft on fire.
 Ditching.
 Severe structural damage or unusual
aircraft attitude

May require Cabin Crew initiative to order an evacuation to the [Link] such
extreme circumstances, the first priority for the SCC or other Cabin Crew should be to
establish contact with the flight deck by any available means, should the Commander be
incapacitated and an evacuation be required, the order will be given by the next Crew
Member in the chain (Co-pilot, the Senior Cabin Crew, then any Cabin Crew) (refer also
to OM Part A 4.3).

[Link].4 Detailed Cabin/Cockpit Evacuation Procedures

Refer to AOM (FCOM).

[Link] Standard Communication

The Commander is ultimately responsible for all communications from an airplane although
another qualified Crew Member may operate the equipment on his behalf.
Note: For radio communication during Interception see chapter 12.

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[Link].1 General

Communication should usually be handled by the pilot non flying according to procedures laid
down in the Operations Manual part C (COM-section).
ATC must always be advised when a relevant part of the communication equipment fails or
becomes unreliable.

A continuous listening watch must be maintained throughout all ground and airborne
operations unless a SELCAL watch has been agreed (see also O.M. Part A paragraph [Link].5).

Every ATC clearance – in particular departure and airway clearances – must be repeated and
usually recorded by the pilot non flying. For recording, the OFP must be used as appropriate.

If ATC clearance is obtained via ACARS, procedures laid down in the AOM/RM have to be
followed for confirmation/read back. Any intended deviation from previously received
clearance must be requested beforehand from ATC. In the same way, unintended deviations
must be reported immediately when they become obvious. Company communication will be
used according to the Commander’s discretion. ATC communication and flight deck work
have priority.

The ATC transponder (SSR) shall be operated according to instructions received by ATC or
published in the RM

[Link].2 Read-back and Reporting

All clearances must be read back and any doubts clarified before being acted upon even if
repetition of the entire clearance is necessary, or indeed several repetitions.
Care must be exercised to use standard R/T phraseology when receiving and reading back
clearances. When reading back, requesting or confirming a clearance, the words 'flight level'
or 'heading' must be used to avoid any ambiguity. The word “to” is to be omitted from
messages relating to flight levels.

When reporting flight levels and altitudes the report should be made to the nearest 100ft
using the words “at, leaving, passing or reaching”. Words such as “approaching, coming up to
or coming down to, etc.” are too vague, can be misleading and must not be used.

If deemed necessary, extra clarifications will be requested, particularly where terrain

clearance is involved.

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[Link].3 Confirmation of Level Change Instructions

Whenever a descent/climb clearance is issued or amended, the relevant details (new level
etc.) must be read back to ATC, and the change must be "cross-checked" by both pilots.

In the event that one pilot is "off frequency" that pilot must, on his return to the frequency,
verify the new clearance by R/T transmission.

If ATC require immediate climb/descent when only one pilot is "on frequency", the change
may be initiated. As outlined above, the other pilot must then confirm the cleared level with
ATC at the earliest opportunity. This procedure is intended to act as a back-up to the
pilot/controller check already inherent in the read-back process.

[Link].4 SSR Conspicuity (Transponder) Code

The conspicuity code passed by ATC to the airplane should be displayed while airborne.
If no conspicuity code has been passed select the area code (the AERAD supplement reports
area codes). If no conspicuity code has been passed when flying outside controlled airspace
the code 2000 should be displayed.
Squawk indent should only be used when requested by ATC. Incorrect use can cause
confusion. In the event of transponder failure ATC will endeavor to let the airplane continue
with the service. In certain traffic situations, however, they may require the airplane
to return to the departure airfield.

In the event of the following situations arising set the transponder as follows:
Highjack 7500
Radio Failure 7600
Emergency 7700

[Link].5 Clearances

No deviation from the acknowledged clearance is permitted except for avoidance of imminent
collision. VMC clearance must not usually be requested or accepted except:
 when climbing or descending through the flight level or altitude of another known
aircraft in good continuous visual contact. At night separation should not rely solely
on good visual contact and
 When, provided the crew has the airfield in sight, clearance is received for a visual
approach.

 Due to the high work load when entering a runway for departure, special care must be
taken that clearance for take-off has been received before the take-off run is
commenced.

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 When clearance to “land after" rather than “clear to land” is received, this may only be
accepted in good daylight on a runway of sufficient length and provided the preceding
aircraft can be seen until it has vacated the runway.

[Link].6 Infringements
Any inadvertent deviation from cleared flight level or altitude, or cleared heading or track must
be reported at once to air traffic control. It should be note that a deviation of 300ft may be
sufficient to initiate the submission of a report by air traffic control. The infringement must be
reported by written report to FOPH and safety Pilot via ASR.
Any deviation of routing from the planned or cleared route whether to avoid weather or fly a
more direct route must take into account any danger or prohibited areas.

[Link].7 Communication with Emergency Services

At many airports a discrete emergency frequency is available. After consultation with ATC it
may be useful to communicate directly on this frequency with the emergency services. Any
communication, however, does not invalidate other emergency landing or movement
procedures and must not detract from the primary task of securing the safety of the airplane.

[Link].8 Use Of VHF Communication Radios

In order to avoid confusion the number one VHF communication system will be used for all
routine radio communications with ATC or the controlling authority and when listening for
such communications.
The number two system will be used for company communications and monitoring or making
request for weather information, ATIS, and other non-air traffic control use. LWA will listen
out on 121.5 m/cs on the number three VHF if available. The use of R/T for personal or social
reasons is not permitted.

[Link].9 Use of HF Communication Radio

Usually the number one HF communication system will be used for all routine radio
communications with ATC. On continuous listen-watch is required if SELCAL is not available or
not positive.
The number two HF communication system will be used for meteo, contact with other ATC
unit and when not required continuously shall be selected on the most probable frequencies
of phone patches provider in order to be contacted by the Company when required the HFs
must be checked before a flight.

WARNING It is not allowed to fly in areas where HF radio is the only means of
communication (see O.M. part C, Route Manuals), if the aircraft is equipped with
only one HF radio.

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[Link].4.10 Wearing of Earphones

Each Flight Crew member required to be on flight deck duty will wear the headset with the
boom microphone in position which permits its use for two-way radio communication and use
it as the primary device to listen to the voice communications with Air Traffic Services:

 On the ground:
 When receiving the ATC departure clearance via voice communication
 When engines are running.
 In flight until top of climb and after top of descent.
 Whenever deemed necessary by the Commander.

[Link] Lights

[Link].1 Navigation Lights

Navigation lights must be on for all airplane movements between sunset and sunrise.

[Link].2 Anti-Collision Lights

They must be used as follows:

- Airplane parked OFF
- Before engine start/Push back/Towing ON
- Taxing / flying ON

The anti-collision light will be turned on when cleared for start and with all the doors closed.
To ensure safe operations to the ground personnel the anti-collision light will be turned off
after parking brake on, engines off and doors disarmed.

[Link].3 High-Intensity Lights/Strobe Lights

Where provided, they should be used for all phases of a flight, irrespective of daytime unless
becoming annoying (e.g. due to meteorological condition). The light should always stay in
the auto position if available and they must be turned ON entering into an active runway
and off when vacating.

[Link].4 Taxi Lights

Taxi lights should usually be used during ground operation and they must be on when cleared
for taxiing and prior to move. Their use should be adapted to surrounding conditions, such as
conspicuity, blinding of others, etc. It is company’s procedures to select the “nose light” in
the taxi position during landing when received the clearance to land from ATC.

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[Link].5 Landing and Other External Lights

Landing lights and other external lights (i.e. wing and runway turn-off lights) should generally
be used at night to enable the pilot to distinguish objects and obstructions during take-off and
landing. They may also provide useful reflections from prominent runway markings and
textures. For taxiing at night they may be used at the Commander’s discretion. Care should
be taken not blind ramp controllers. Exceptions are justified when the effect of the lights
impairs visibility or provokes false impressions, e.g. fog, blowing snow etc. While flying in
visual conditions (day and night) landing and other external lights shall be used for take-off
and initial climb as well as for approach and landing in order to make the airplane more
conspicuous to other airplanes and to ATC, and to reduce the risk of bird collision. Landing
lights must be ON below 10,000 ft.

For take-off in daylight, the landing and external lights must be switched on when starting the
take-off roll in order to signal that take-off is imminent to other airplanes involved in ground
operations.

[Link].6 Heat from Flush Set Runway Lights

Flush set runway and taxiway lights generate considerable heat and will cause damage to
airplane tires if they are left in contact for more than about one minute. When an airplane is
stationary on a runway or taxiway with flush set lights the Commander must ensure that, as
far as possible, the airplane tires do not remain in contact with the light. A few inches either
side of the centre line will probably be sufficient to avoid this problem.

8.4 All Weather Operations (AWOPS)

8.4.1 CONCEPTS

All Weather Operations (AWO) consist in operating an aircraft in low visibility

conditions. The term AWO includes Low Visibility Take-Off (LVTO), landing Category II (Cat II),
landing Category III (Cat III) and Low Visibility Taxi (LV TAXI).

Weather limitations (visibility) applied for AWO are called minima

For each airport procedure, approved minima are indicated in the associated LIDO Manual
charts

A Take-off or a Landing cannot be operated with minima below which the aircraft is certified,
the crew is rated and the usable runway aids are certified.

The limits of the aircraft are indicated in the FCOM.

The limit of usable landing aids is the value of the DH/DA for the approach landing category.
These limits or operating minima must not be less than those imposed by the country
concerned and the Operations Manual according to the type of flight.

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[Link] CAT II

A category II approach is a precision instrument approach and landing with:

• A decision height lower than 200ft (60m) but not lower than 100ft (30m), and
• A runway visual range not less than 300m (1000ft

The main objective of CAT II operations is to provide a level of safety equivalent to other
operations, but in more adverse weather conditions and lower visibility

CAT II weather minima has been established to provide sufficient visual references at
DH to permit a manual landing (or a missed approach) to be executed (this does not mean that
the landing must be made manually).
[Link] CAT III (Libyan Wings not authorized)
A CAT III operation is a precision approach at lower than CAT II minima
CAT III is divided in three sub-categories: CAT III A, CAT III B, CAT III C, associated with three
minima levels (CAT III A is associated with highest minima, and CAT III C with lowest minima).

A category III A approach is a precision instrument approach and landing with a decision height
lower than 100ft (30m) and a runway visual range not less than
700ft (200m).

A category III B approach is a precision instrument approach and landing with no decision
height or a decision height lower than 50ft (15m) and a runway visual
range less than 700ft (200m), but not less than 250ft (75m).

A category III C approach is a precision instrument approach and landing with no decision
height and no runway visual range limitation.

The main objective of CAT III operations is to provide a level of safety equivalent to other
operations but in the most adverse weather conditions and associated visibility

The main objective of CAT III operations is to provide a level of safety equivalent to other
operations but in the most adverse weather conditions and associated visibility

In contrast to other operations, CAT III weather minima do not provide sufficient visual
references to allow a manual landing to be performed. The minima only permit the pilot to
decide if the aircraft will land in the touchdown zone (basically CAT III A) and to ensure safety
during roll-out (basically CAT III B).

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Therefore, an automatic landing system is mandatory to perform Cat III operations. Its
reliability must be sufficient to control the aircraft to touchdown in CAT III A Operations
and through roll-out to a safe taxi speed in CAT III B (and CAT III C when Authorized).

Note: Auto land is not CAT III. An automatic landing system is only an equipment providing
automatic control of the aircraft during the approach and landing and is not related to
particular weather conditions. This system is mandatory for all CAT III operations. However, it is
a common practice to perform automatic landing in good visibility but in that case, the ILS
performance must be sufficient and ILS signals protected

CAT II / CAT III definitions according to ICAO, Libyan CAA Regulation

ICAO LYCAA
DH RVR

CAT II 350m 100ft ≤ DH <

100ft ≤ DH < 120ft 300m
120ft
121ft ≤ DH < 140ft 400m 121ft ≤ DH <
140ft 400m
141ft ≤ DH 450m 141ft ≤ DH 450m
DH No DH or DH < 100ft (1) DH < 100ft (1)

200m ≤ RVR 200m ≤ RVR

CAT III A RVR 700ft ≤ RVR 700ft ≤ RVR

DH No DH or DH < 50f 75m ≤ RVR < 200m

CAT II B 150ft ≤ RVR < 700ft 250ft ≤ RVR < 700ft

RVR

(1) DH ≥ 50ft if fail passive

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[Link] DECISION HEIGHT (DH) AND ALERT HEIGHT (AH)

In CAT II / CAT III regulations, two different heights are defined:
• the Decision Height (DH),
• the Alert Height (AH).

[Link].1 Decision Height definition

Decision height is the wheel height above the runway elevation by which a go-around must be
initiated unless adequate visual reference has been established and the aircraft position and
approach path have been assessed as satisfactory to continue the approach and landing in
safety. In this definition, runway elevation means the elevation of the highest point in the
touchdown zone. According to the regulation, the DH recognition must be by means of height
measured by radio-altimeter.
• Visual references at DH
Because the term of adequate visual reference could be differently interpreted, the regulation
has defined criteria for CAT II and CAT III for visual reference at DH which are now commonly
accepted.
For CAT II and CAT III A, a pilot may not continue the approach below DH unless a visual
reference containing not less than a 3 light segments of the centerline of the approach lights or
runway centerline or touchdown zone lights or runway edge lights is obtained. For CAT III B the
visual reference must contain at least one centerline
light.

[Link].2 Alert Height definition

An Alert Height is a height above the runway, based on the characteristics of the aeroplane and
its fail-operational automatic landing system, above which a Category III approach would be
discontinued and a missed approach initiated if a failure occurred in one of the redundant
parts of the automatic landing system, or in the relevant ground equipment (ICAO). In other AH
definitions, it is generally stated that if a failure occurred below the Alert Height, it would be
ignored and the approach continued.
[Link].3 Decision Height and Alert Height concept

• Decision Height concept

Decision height is a specified point in space at which a pilot must make an operational
decision. The pilot must decide if the visual references adequate to safely
continue the approach have been established
• If the visual references have not been established, a go-around must be executed
• If the visual references have been established, the approach can be continued.
However, the pilot may always decide to execute a go-around if sudden degradations in
the visual references or a sudden flight path deviation occur .

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In Category II operations, DH is always limited to 100ft or Obstacle Clearance Height (OCH),

whichever is higher. In Category III operations with DH, the DH is lower than 100ft (typically
equal to 50ft for a fail-passive automatic landing system and 15-20ft for a fail-operational
automatic landing system

The DH is measured by means of radio-altimeter. When necessary, the published DH takes into
account the terrain profile before runway threshold.

• Alert Height concept

Alert height is a height defined for Category III operations with a fail-operational landing
system.

• Above AH, a go-around must be initiated if a failure (*) affects the fail-operational landing
system. (*) The list of these failures is mentioned in the AFM.
• Below AH, the approach will be continued (except if AUTOLAND warning is triggered).

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The AH is evaluated during aircraft certification; it is set at 100ft for A319

The AH is only linked to the probability of failure(s) of the automatic landing system. Operators
are free to select an AH lower than the AH indicated in the AFM but not a higher value.
Airbus procedures include both AH and DH concepts for all Fail- operational Category III
operations

[Link] RUNWAY VISUAL RANGE

[Link].1 RVR definition
Runway Visual Range (RVR) is the range over which a pilot of an aircraft on the centerline of
the runway can see the runway surface markings or the lights delineating the runway or
identifying its centerline

[Link].2 RVR concept

Categories II and III operations require rapidly updated and reliable reports of the visibility
conditions which a pilot may expect to encounter in the touchdown zone and along the
runway.

RVR measurements replace the use of Reported Visibility Values (RVV) which is not
appropriate for conditions encountered during the final approach and landing in low visibility,
because the visibility observations are often several miles away from the touchdown zone of
the runway.

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Note: RVR is not the Slant Visual Range (SVR). SVR is the range over which a pilot of an aircraft
in the final stages of approach or landing can see the markings
or the lights as described in RVR definition.

[Link].3 Runway Visual Range measurements

For Category II and Category III operations, the RVR measurements are provided by a system
of calibrated transmission meters and account for the effects of ambient background light and
the intensity of runway lights.
Transmission meters systems are strategically located to provide RVR measurements
associated with three basic portions of a runway:

• the touchdown zone (TDZ),

• the mid-runway portion (MID), and
• the rollout portion or stop end.
For Category II operations the TDZ measurement is required, and for Category III
operations the TDZ and MID measurements are mandatory.

DH TDZ RVR MID RVR

CAT II 100ft 300m 75m(1)(2)
CAT II A 50ft 200m 75m(1)

(1) 125m if manual rollout

(2) Only if measurement is available

Note1: The above table indicates the minimum required DH and RVR for CAT II / IIIA
approaches; Libyan Wings authorized minima are indicated in the LIDO approach charts for
CAT II and in the General Part, SAI chapter for CAT IIIA approaches.
Note2: Libyan Wings is not CAT IIIA approved

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[Link] MINIMUM APPROACH BREAK-OFF HEIGHT (MABH)

The Minimum Approach Break-off Height (MABH) is the lowest height above the ground,
measured by radio altimeter, such that if a missed approach is initiated without external
references:
• in normal operation, the aircraft does not touch the ground during the procedure
• with an engine failure during a missed approach, it can be demonstrated that taking this
failure probability, an accident is extremely improbable.
[Link] OPERATING MINIMA
Refer Ch 8.1.3

8.4.2 FLIGHT CREW PROCEDURES

[Link] FLIGHT PREPARATION

In addition to normal flight preparation, the following planning and preparation must be
performed when CAT II or CAT III approaches are envisaged.. Review NOTAMS to make sure
that the destination airport still meets visual or non-visual CAT II or CAT III requirements:
- Runway and approach lighting,
- Radio navaid availability,
- RVR equipment availability, etc.

. Aircraft status: check that required equipment for CAT II or CAT III approach are operative.
The required equipment list is given in the FCOM and in the QRH.
In case of failure, CAT II / CAT III required equipment is taken into account in Libyan Wings
MEL.
. When the aircraft log book is available, confirm that no write-up during previous flights
affects equipment required for CAT II / CAT III.
Crew qualification and currency must be reviewed (both CAPT and F/O must be qualified and
current).
. Weather information: check that the weather forecast at destination is within Libyan Wings
and crew operating minima. If the forecast is below CAT I minima, verify that alternate
weather forecasts are appropriate to the available approach means and at least equal to or
better than CAT I minima.
. Fuel planning: additional extra fuel should be considered for possible approach delays.
- Taxiing : Additional fuel of 30 minutes of taxiing should be carried, whenever the forecast
weather for the departure airport is below 400m

- Holding : Addition of 30 minutes of holding fuel or the expected delays should be carried,
whenever forecast weather for destination is below CAT I

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[Link] APPROACH PREPARATION

[Link].1 Aircraft status

Check on ECAM STATUS page that the required landing capability is available. Although it is
not required to check equipment which is not monitored by the system, if any of these
equipments is seen inoperative (flag), the landing capability will be reduced.

[Link].2 Weather
Check weather conditions at destination and at alternates. Required RVR values must be
available for CAT II/III approaches. The selected alternate must have
weather conditions equal to or better than CAT I.

[Link].3 Approach ban

Policy regarding an approach ban may differ from country to country (Refer to LIDO Manual,
Chapter Rules and Regulations). Usually the final approach segment may not be continued
beyond the OM or equivalent DME distance if the reported RVR is below the published
minima for the required transmission meters. After OM or equivalent, if RVR becomes
lower than the minima, the approach may be continued.

[Link].4 ATC calls

Unless LVP are reported active by ATIS, clearance to carry out a CAT II or CAT III approach
must be requested from ATC, who will check the status of the ILS and lighting and protect the
sensitive areas from incursion by aircraft or vehicles. Such an approach may not be
undertaken until the clearance has been received.

[Link].5 Seat position

The pilots must realize the importance of eye position during low visibility approaches and
landing. A too-low seat adjustment may greatly reduce the visual segment. When the eye
reference position is lower than intended, the already short visual segment is further reduced
by the cut-off angle of the glare shield or nose. The seat is correctly adjusted when the pilot's
eyes are in line with the red and white balls located above the glare shield.

[Link].6 Use of landing lights

At night in low visibility conditions, landing lights can be detrimental to the acquisition of
visual references. Reflected light from water droplets or snow may actually reduce visibility
Landing lights would therefore not normally be used in CAT II or CAT III weather conditions .

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[Link].7 CAT II or CAT III crew briefing

The briefing should include the normal items as for any IFR arrival and in addition the following
subjects should be covered prior to the first approach :

• destination and alternate weather,

• airfield and runway operational status CAT II / CAT III, etc.
• aircraft systems status and capacity,
• brief review of task sharing,
• review approach procedure (stabilized approach),
• review applicable minima (performance page), go-around procedure, ATC calls,
• brief review of procedure in case of malfunction below 1000ft,
• optimum seat position and reminder to set cockpit lights when appropriate

[Link] APPROACH PROCEDURES

[Link].1 Task sharing

The procedures given in FCOM for CAT II and CAT III approaches make the best use of the
automatic system of the aircraft.

The workload is distributed in such a way that the PF primary tasks are supervising and
decision making, and the PM primary task is monitoring operation of the automatic
system. In summary the tasks are shared as follows:

All CAT II and CAT III operations

PF - has hands on controls and thrust levers throughout the approach,

landing or go-around ;
- makes FCU selections (if any) ;
- takes manual control in the event of AP disconnection;
- monitors flight instruments.
. Approaching DH :
- starts to look for visual references, progressively increasing external scanning as DH
is approached. If no DH procedures is used, the PF will nevertheless look for visual
references.

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. At or before DH (if his decision is to continue) :

- calls "CONTINUE" ;
- scans mostly head-up to monitor the flight path and flare (in CAT II or CAT III A) or the
track (in CAT III B) by visual references ;
- monitors thrust reduction and, at "RETARD" call-out, sets thrust levers to idle ;
- selects and controls reverse thrust ;
. disengages autopilot when taxi speed is reached.

PM : - monitors flight instruments head-down throughout approach, go-around

or landing until roll-out is completed;
- calls “WARNING” for any deviation or failure;
- calls barometric heights as required, and monitors auto call-out or calls*
radio heights including "100 above" ;
- monitors FMA and and calls all mode changes below 350 ft as required
(i.e. after PF calls "LAND”).

. At DH (identified by aural and visual warning) :

- if decision is not announced by PF , calls "MINIMUM";

- if no response from PF, initiates a go-around.

CAT III operations without DH

PF : if no failure by AH, calls "CONTINUE";

- monitors flare by flight instruments;
- monitors lateral guidance during flare by yaw bar on PFD;
- monitors automatic ground roll by scanning alternately instruments and
external references

• IF DECISION IS TO GO AROUND (All CAT II and CAT III operations)

PF : - calls "GO AROUND - FLAPS";

- initiates go-around by setting thrust levers to TOGA;
- monitors rotation on PFD;
- Checks positive climb (V/S and RA);
- commands configuration changes.

PM : - Standard Operating Procedures

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Summary of CAT II/CAT IIIA specific task sharing

PF PNF
At “ GS “
● Set GA altitude and announce
“ GA “ ALTITUDE - SET
At 1000 ft RA
●Announce “ 1000 ft AGL
●Check No Flag on the STBY horizon
And announce “ STBY” horizon checked
●Calls ATC “ Passing 1000ft” , ATC Not
already called passing the MO

At 350 ft RA

●Check ILS course on PFD

●Commence outside scanning
●Announce "LAND" when
●displayed on FMA

At Decision Height + 100ft

● Monitor AUTO CALL OUT "Hundred

above"

At Decision Height
● Monitor AUTO CALL OUT “ Minimum “.
If external visual references are sufficient
● Announce “ CONTIUE “

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If Automatic landing not performed (CAT II ONLY)

● Disconnect the AP's and ● Monitor AUTO CALL OUT or

perform the landing announce as appropriate :
200ft

100ft

50ft

30ft
20f

● At "RETARD" annunciation, 10ft "RETARD" auto call out*

retard thrust levers to IDLE if not
yet performed

* "RETARD" auto callout comes up at 10 feet if LAND mode is engaged with on or two APs
engaged. Otherwise it is announced at 20 feet.

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If Automatic landing is performed (CATII/CAT IIIA)

At 40 ft RA
•Check FLARE on
FMA and announce
At 30ft RA
• Monitor AUTO CALL
OUT
•Monitor thrust reduction and flare by flight •Monitor AUTO CALL
instruments OUT
At 10 ft RA
AUTO CALL OUT “ RETARD “
•RETARD both thrust level to IDLE •Monitor engines
•Monitor lateral guidance by external reference parameters

AT TOUCH DOWN
•CHECK ROLL OUT on
FMA and announce
•Select and control reverse thrust •Check reverse green and
announce
•Announce 70 kt
•Disengage the Aps at the end of the Roll out ( when leaving the runway at
the latest )

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Approach preparation Check – list

LOW VISIBILITY TAKE OFF ( LVTO )
MAXIMUM TAIL WIND …………………………………………. 10 Kts
RVR ………………………………………………………………… 400m › RVR ≥150 m
Check alternates minimums for takeoff ( Refer OM 8.1 )
a. Low visibility Procedures must be in force;
b. Apply Take – off minima of LIDO AOI DEPARTURE chart;
c. Take – off is not authorized when the RVR is below 150m;
d. Below 200m , required RVR value must be achieved for all 3 RVR reporting points;
e. The Captain is PF;
f. The Takeoff will be performed with TOGA thrust ;

CAT II / CAT IIIA Approach preparation Check - list

-For CAT II / CAT IIIA approach the CAPTAIN IS PF Required RVR
-Check Low Visibility Procedures are in force at the landing DH TDZ RVR MID RVR
Airport CAT II 100ft 300m (3) 75m (1)(2)
Wind Limitations CAT IIIA 50ft 200 m 75(1)
HEAD WIND ……………………….30Kts (1) 125m if manual rollout.
TAILWIND ………………………….10Kts (2) Only if measurement is available
CROSS WIND ……………………… 20kts (3) Use minima published on LIDO IAC ( may be different )
At least One Autopilot must be engaged in APP Mode
ENGINE OUT : CAT II AND CAT III fail passive Auto land are only in CONF Full , and if engine-out procedure are completed
before reaching 1000ft in approach.
- CHECK crew qualification current ( CAT II / CATIII competency card filled).
-CHECK status of airfield facilities ( ILS . Approach and RWY lighting. RVR…)
-CHECK A/C system status and push to test Auto land Light
-CHECK destination and alternate weather .
-REVIEW applicable minima, Approach and GA procedure ( Approach briefing performed )
-REVIEW distribution of tasks:
I will control flight path and speed
You will monitor aircraft position and flight parameters head down through out APPR , G/A , or LDG.
You will call “ warning” for any failure and announce deviations
For any failure between 1000ft and DH ( CAT II ) or between 1000ft and 100ft ( Alert Height for CAT II CAT IIIA ).
I shall GA.
You will announce FMA mode changes below 350ft.
At DH . I will announce “ Continue “ or “ Go Around”
If no answer at DH , you initiate a GA.
REVIEW procedure in case of malfunction before OM or 1000ft for switching /reverting to higher minima.
REVIEW AC calls required:
▪ “Request to perform a CAT II or CAT II Approach”
▪ “Passing OM or 1000ft”
▪ “ On ground “ or “ Going Around”.
▪ “ Runway vacated”

- ADJUST seat position

- SET lighting .
- USE auto pilot 1 and 2
- USE Auto brake LOW or MED

AIRCARFT REQUIRED EQUIPMENT FOR CAT II AND CAT IIIA

Refer to QRH OPS.08 A

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[Link].4 Visual references

[Link].2.1 Operations with DH

It should be stressed that the DH is the lower limit of the decision zone during which, in
limiting conditions, the CM1 will be assessing the visual references. PF should come to this
zone prepared for a go around but with no pre-established judgment. PF should make a
decision according to the quality of the approach and the way
the visual references develop as DH is approached.
CAT II Operations
In CAT II operations the conditions required at DH to continue the approach are that the visual
references should be adequate to monitor the continued approach and landing, and that the
flight path should be acceptable. If both these conditions are not satisfied, it is mandatory to
initiate a go around. The visual references required at DH in CAT II operations to continue the
approach may be any of the following :
- a segment of the approach light system,
- the runway threshold,
- the touchdown zone.
CAT III Operations
In CAT III operations with DH, the condition required at DH is that there should be visual
references which confirm that the aircraft is over the touchdown zone. Go- around is
mandatory if the visual references do not confirm this.
[Link].2.2 CAT III without DH ( Libyan Wings not approved for CAT III without DH )
For this category of operation, the decision to continue does not depend on visual references,
even though a minimum RVR is specified. It is nevertheless good airmanship to confirm aircraft
position with available visual references. However, the decision depends only on the
operational status of the aircraft and ground equipment. If a failure occurs prior to reaching
the AH, a go-around will be made. A go-around must nevertheless be performed if the auto
land warning is triggered below AH.
[Link].3 Loss of visual references
[Link].3.1 Operations with DH - before touchdown
If the decision to continue has been made and the visual references subsequently become
insufficient (for the appropriate category), or the flight path deviates unacceptably, a go-
around must be initiated (a go-around initiated below the MABH, whether auto or manual,
may result in ground contact).
Note: If the touchdown occurs after GA is engaged the AP remains engaged in that
mode, and ATHR remains in TOGA. Ground spoilers and Auto brake are inhibited.
[Link].3.2 Operations with and without DH - after touchdown
If the visual references are lost after touchdown, a go-around should not be attempted.
The roll-out should be continued with AP in ROLL-OUT mode down to tax speed.

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[Link].4 Flight parameters deviation calls

The following calls would normally be made by the PM and acknowledged by the PF
However, any crew member who sees a deviation outside the following limits should make the
appropriate call If any of these limits are exceeded approaching DH a go–around should
be considered.

PARAMETERS IF DEVIATION EXCEEDS CALL REQUIRE

IAS + 10 kt - 5 kt “ Speed “
Rate of descent - 1000 ft/min "SINK RATE
Pitch attitude 10° nose up "PITCH"
- 2.5° nose down (A319 )
Bank angle 7 “ BANK “
Localize Excess deviation 1/2 DOT (PFD) "LOC"
warning
Glide slope 1/2 DOT (PFD) "GS"

[Link] FAILURES AND ASSOCIATED ACTIONS

[Link].1 General

In general there are three possible responses to the failure of any system, instrument or
element during the approach.

- CONTINUE the approach to the planned minima.

- REVERT to higher minima and proceed to a new DH (above 1000ft).
- GO AROUND and reassess the capability.

The nature of the failure and the point of its occurrence will determine which response
is appropriate. As a general rule, if a failure occurs above 1000ft AGL the approach may
be continued reverting to a higher DH, providing the appropriate conditions are met (refer to
"downgrading condition" here after).

Below 1000ft (and down to AH when in CAT III DUAL) the occurrence of any failure implies a
go-around, and a reassessment of the system capability. Another approach may then be
undertaken to the appropriate minima for the given aircraft status. It has been considered
that below 1000ft, not enough time is available for the crew to perform the necessary
switching, to check system configuration and limitations and brief for minima.

In CAT III DUAL, in general, a single failure (for example one AP failure or one engine failure)
below AH does not necessitate a go-around. But a go-around is required if the auto land
warning is triggered.

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[Link].2 Abnormal procedures

The required procedures following failures during CAT II or CAT III approaches are provided in
the FCOM. These procedures have been established and approved during the aircraft CAT II /
CAT III certification The abnormal procedures can be classified into two groups :

1. Failures leading to a downgrading of capability as displayed on FMA and ECAM with an

associated specific audio warning (triple click).

2. Failures that do not trigger a downgrading of capability but are signaled by other effects
(Flag, ECAM warning, amber caution and associated audio warnings). It should be noted that
some failures might trigger ECAM warnings, cautions and a downgrading of capability

The FCOM describes what should be the crew responses to failures in function to the height:

●Above 1000ft: Downgrading conditions

a) Downgrading from CAT III to CAT II is permitted only if :
- ECAM (check-list) actions are completed,
- RVR is at least equal to CAT II minima,
- briefing is amended to include CAT II procedure and DH.
- decision to downgrade is completed above 1000ft AGL,
b) Downgrading from CAT II to CAT I permitted only if :
- ECAM (check-list) actions are completed,
- at least one FD is available,
- RVR is at least equal to CAT I minima,
- Briefing is amended to include CAT I procedure and DH.
- The decision to downgrade is completed above 1000ft AGL,
Note : switching from one AP to another before 1000ft AGL is permitted.
● Below 1000ft and above DH (for CAT II or CAT III SINGLE) or above AH (for CAT III DUAL)
A go-around must be performed in case of :
- ALPHA FLOOR activation,
- Loss of AP (cavalry charge),
- Downgrading of capability (triple click),
- Amber caution (single chime),
- Engine failure.
● At 350ft RA (*)

LAND must be displayed on FMA and runway course must be checked. If runway course is
incorrect or LAND does not appear, a go-around must be performed. If conditions permit, a
CAT II approach with AP disconnection no later than 80ft may be continued.

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LAND is displayed if LOC and GS track modes are active and at least one RA is available. These
conditions need to be obtained no later than 350ft AGL to allow a satisfactory automatic
landing.
(*) Depending on terrain profile before the runway LAND mode may appear at lower height.
This can be acceptable provided it has been demonstrated that automatic landing is
satisfactory.
● At 200ft RA and below
Any AUTOLAND warning requires an immediate go-around. If visual references are sufficient
and a manual landing is possible, the PF may decide to land manually.

• At flare height

If FLARE does not come up on FMA, a go-around must be performed. If visual references are
sufficient and a manual landing is possible, the PF may decide to complete the landing.
• After touchdown

In case of anti-skid or nose wheel steering failure, disconnect AP and take manual
control. If automatic roll-out control is not satisfactory, disconnect the AP immediately.
8.4.3 ATC PROCEDURES

CAT II and CAT III operations require special procedures for the ATC and all services on the
aerodrome (maintenance, security). They are often referred to under the generic name of Low
Visibility Procedures. Each aerodrome authority develops its own procedures with the ICAO All
Weather Document as a possible aid. Main procedures to be established are :

▪ procedures for ATC to be quickly informed of all degradations in ILS performance and
to inform the pilot if necessary,
▪ procedures for ATC to be quickly informed of all degradations in visual aids and to inform the
pilot if necessary,
▪ procedures for the protection of the obstacle free zone (OFZ) by the control of ground
movements,
▪ procedures for the protection of the ILS critical area and the ILS sensitive area by control of
ground movements and adequate separation between two aircraft on approach or one
aircraft on approach and another taking-off,
▪ procedures for meteorological services, procedures for maintenance,
▪ procedures for security.
● ATC clearance

Clearance to carry out a CAT II or III approach must be requested from ATC, who will activate
the Low Visibility Procedures, i.e. prepare the airfield and assure appropriate aircraft
separation. Such an approach may not be undertaken until the clearance has been received. It
is also recommended that ATC be informed when an automatic landing is intended to be
performed, to ensure, whenever possible, the same protection even in CAT I or better
conditions.

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8.4.4 CONTINOUS MONITORING AND AUTOLAND RECORDS

All CATII / III approaches conducted on the aircraft shall be entered on the Maintenance and
Performance Log and an auto land report shall be completed whether the auto land is
satisfactory or unsatisfactory.

Malfunctions of aircraft equipments must be precisely indicated. Where malfunctions are due
to aerodrome facilities, ATC instructions leading to the missed approaches or any other
reason, they shall be raised as an ASR.

Flight safety department ensures continuous monitoring of CAT II/ III approaches by analysis
of flight data and auto land reports. If required, any deviation will be notified to technical
department Flight safety department is in charge of collecting the following information:

The total number of approaches , where the airborne CAT II or III equipment was utilized to
make satisfactory, actual or practice, approaches to the applicable CAT II or III minima.

The total number of unsatisfactory approaches by airfield and aircraft registration in the
following categories.

(a) Airborne equipment faults

(b) Ground facility difficulties
(c) Missed approaches because of ATC instructions

The continuous monitoring should permit the detection of any decrease in the level of safety
before it becomes hazardous. In that case, the Flight Safety director will report to the Flight
Operations Director and the Maintenance Director to take adequate actions by modifying the
operating or maintenance procedures if necessary.

The data must be retained for a period of 12 months.

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AUTO LAND CREW REPORT Operations Manual OM-A

FORM

issue date Sep 2020 FLTOPS 001 OPS-001 Rev 00 Sep-2020

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8.4.5 PRACTICE LOW VISIBILITY APPROACH / AUTO LAND

Practice Auto land approaches may only be carried out on runways that have ILS
equipment certified for CAT I or CAT II or CATIll approaches.

Practicing auto land approaches may be performed on the following CAT I runways:

- DTTA Rwy 19 and Rwy 01.

- DTMB Rwy 07.
- LTFM Rwy 35 R and Rwy 17 L
- LTFM Rwy 36R and Rwy 16 L

When practice low visibility approaches is intended to be performed without actual low
visibility operations in progress, the following precautions shall be taken:

− ATC must be informed to enable, whenever possible, the same level of protection is available
during actual LVP operations.
− At least CAT II capability should be displayed on the FMA and CAT II I Ill procedures used.
− Visual references should be obtained at an altitude appropriate to the performed CAT
approach otherwise a go-around is to be initiated.
− The Commander must be alert to the possibility of ILS signal disturbances. An ILS signal
disturbance may produce unexpected flight control movements at very low altitude, during
landing rollout, inside the runway threshold or along the runway.

Note:
Practicing auto land in an unprotected environment engenders significantly more risk than an
actual auto land in low visibility operations. The risk increases substantially as the aircraft
descends below 200 feet. It is therefore essential that both flight crew monitor the aircraft
path very carefully and with full awareness that the maneuver is not protected and may need
to be discontinued should any abnormality occur.

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8.4.6 LOW VISIBILITY TAKE-OFF (LVTO)

[Link] GENERAL
Takeoff with RVR less than 400m is considered as LVTO.
No operational approval is required to perform LVTO with RVR between 400m and 150m.
The takeoff minima is mainly determined by the airport installation (runway lighting system,
RVR measurement system, …).
When weather conditions are more severe than the landing minima, a takeoff alternate
is normally required within one hour for twins. Above time is determined at the one engine
inoperative speed.
[Link] LVTO WITH RVR BETWEEN 400M AND 150M
Applicable take-off minima for a specific airport are specified on the relevant LIDO AOI
DEPARTURE chart.
Libyan Wings crews are not authorized to take-off when RVR is below 200m for A319

No operational approval is required to perform LVTO with these minima

Note: The table below is not to be used by flight crew for establishing take-off
minima. Refer to the relevant LIDO AOI DEPARTURE chart.

Facilities RVR / Visibility (3)

Nil (day only) 500 m
Runway edge lighting and/or centerline marking 250/300 m (1) (2)
Runway edge and centerline lighting 200/250 m (1)
Runway edge, centerline lighting and multiple RVR 150/200 m (1) (4)
information

(1) The higher values apply to Category D aircraft.

(2) For night operations, at least runway edge and runway end lights are required.
(3) The reported RVR/Visibility representative of the initial part of the take-off run
may be replaced by pilot assessment.
(4) The required RVR value must be achieved for all of the relevant RVR
reporting points except as stated in (3), above.

8.5 ETOPS

N/A

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

These documents allow operations with certain items, systems, equipment, instruments or
components inoperative or missing as it has been demonstrated that an acceptable level of safety
is maintained by appropriate operating limitations, by the transfer of the function to another
operator component(s) or by reference to other instruments or components providing the
required information.

It is LWA policy that every effort will be made to maintain 100% serviceability with rectification
being initiated at the first practical opportunity.

An aircraft should not be dispatched with multiple MEL/CDL items inoperative without
Commander having first determined that any interference or interrelationship between
inoperative systems or components will not result in degradation in the level of safety and/or
undue increase in crew workload.

The exposure to additional failures during continued operation with inoperative systems or
components must also be considered in determining that an acceptable level of safety is
maintained.

When applicable, operational flight plan, takeoff and landing performance and fuel requirement
penalties must be taken into account due to inoperative equipment or component.

If the Pilot in Command is dissatisfied with any aspect of airworthiness and maintenance, it must
be understood that flight crew has the authority to reject an aircraft.

The provisions of the MEL are applicable until the airplane first moves under its own power.

8.6.1 Minimum Equipment List (MEL)

A Master Minimum Equipment List (MMEL) is developed for each airplane type by the
airworthiness Authority with participation of the manufacturer and other associated parties from
the aviation industry. The respective MMEL is the basis for establishing and approving a MEL for
each LWA airplane type, taking in account equipment configuration and operational conditions.
When approved and authorized by the Authority, MELs for LWA airplanes permit operation with
inoperative equipment. A MEL can never be less restrictive than the MMEL for the airplane type.

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LWA will not operate an airplane other than in accordance with the MEL, unless permitted by the
Authority. Any such permission will in no circumstances permit operation outside the constrains of
the MMEL.

MEL includes those items of equipment related to airworthiness and operating regulations and
other items of equipment which may be inoperative and yet maintain an acceptable level of safety
by appropriate conditions and limitations. MEL does not contain obviously required items such as
wings, flaps and rudders.

MEL must never deviate from AFM limitations, emergency procedures or airworthiness
directives. It is important to remember that all equipment related to the airworthiness and
operating regulations of the aeroplane not listed in the MEL must be operative.

Items which may be unserviceable are indicated in the MEL together with any additional
limitations which may apply to flights with such items inoperative.
MEL is contained in the respective AOM. When using the MEL, compliance with the stated intent
of the MEL preamble, definitions and the conditions and limitations specified in the MEL is required.
In order to maintain an acceptable level of safety and reliability, the MEL establishes
limitations on the duration of and conditions for operation with inoperative equipment. When an
item of equipment is discovered to be inoperative, it is reported by making an entry in the ATL.
The item is then either repaired or, as appropriate, deferred per MEL prior to further
operation.

The decision of the Commander of a flight to have allowable inoperative items corrected prior to
flight shall take precedence over any 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 prevailing conditions and, conversely, he
shall not accept requirements below the minimum required.

MEL is not intended to provide continued operation of the airplane for an indefinite period with
inoperative items. The basic purpose of the MEL is to permit operation of an airplane within the
framework of a controlled and sound maintenance program. For details concerning MEL, refer to
the respective document

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8.6.2 Configuration Deviation List (CDL)

CDL contains certificate limitations for operation of the respective airplane type with certain
secondary airframe and engine parts missing and with certain parts damaged. The Commander
shall be notified of each operation with as missing or damaged part(s) listing the missing or
damaged part(s) in the appropriate document. If an additional part is lost in flight, the airplane
may not depart the aerodrome at which it landed following this event until it again complies with
the limitations of the CDL.

All missing or deficient parts carrying performance penalties are cumulative unless specified
penalties for certain combinations of missing parts are imposed. Accumulated weight penalties, if
any, must be considered and subtracted from the allowed mass for takeoff, climb, en-route or
landing. CDL is a section of AFM.

8.7 Non Revenue Flights

Non revenue flights, i.e. flights on which passengers are carried but which are not classed as
commercial air transport flights and flights when no passengers are carried, shall be conducted in
accordance with appropriate provision of the Operations manual for normal revenue flights except
as prescribed in the following paragraphs. Insurance coverage must be assured for all persons not
assigned to the flight as either flight crew, cabin crew or additional crew. The following flights are
considered as non-revenue flights:
1. Training flights.
2. Test flights.
3. Delivery flights.
4. Ferry flights.
5. Demonstration flights.
6. Positioning flights with or without
passengers.

8.7.1 Training Flights

Training flights are under the responsibility of the Crew Training Manager with the purpose
of: Commander / pilot qualification / requalification. Training the abilities of pilots under
normal and abnormal conditions. In flight proficiency check.

However, the final decision to carry out the actual training flight and the responsibility for
adherence to LWA instructions described in the Operations manual in general and in the Training
Manual in particular, remains with the designated Commander.

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8.7.2 Test Flights

A test flight must be performed after special maintenance or repair work on an aircraft and on
special request by the Authority. Test flights shall be performed according to programs issued by
the technical direction in agreement with the flight operations direction. Test flights should be
performed by minimum flight crew according to the Operations manual. Depending on the
availability, a Commander should be nominated in the order as below indicated:
1. Check pilot.
2. Line check pilot.
3. Line pilot.

Preferably, the co-pilot should have ample experience as flight crew member on the airplane type
concerned.

If it is required by the kind of the test flight, there might be, in addition to the minimum crew,
engineers, mechanics or inspectors on board who are directly involved in the preceding
work/inspection of the aircraft. They must be recorded in the appropriate documents as
additional crew members.

Test flights may be performed when the actual and forecast weather for the expected duration of
the test flight are at least as published in the Route Manual for takeoff and approach. First test
flight after major airframe overhaul, essential modifications, repairs of major structural damages
and repairs of serious malfunctions of flight control systems affecting the airworthiness of the
airplane shall be conducted only with actual and forecast weather for takeoff and landing are at
least 500 ft ceiling with RVR of 1500 m or any higher minimum required for a published approach
procedure. Technical direction shall give the flight crew members a briefing on:
 The reason for the test flight.
 The test program.

How the preceding work may influence the airworthiness of the aircraft. If desired, a test flight
may be planned to terminate at an aerodrome other than the aerodrome of departure.
Following a test flight, the Commander shall ensure completion of the flight test report and
record the appropriate remarks in the ATL.

8.7.3 Delivery Flights

Delivery flights are flights where an aircraft is flown from the manufacturer’s, lessor’s or seller’s
facility to the airline or vice versa. Provided all normal requirements are fulfilled, non-revenue
passengers may be carried if this is not excluded on the Certificate of Airworthiness and
Certificate of Registration.

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Full insurance coverage must be assured for all persons not assigned to the flight as either flight
crew, cabin crew or additional crew. For some delivery flights, the Authority might only issue a
“ferry permit” in lieu of the Certificate of Airworthiness and the Certificate of Registration.

8.7.4 Ferry Flights

Ferry flights are flights to bring an airplane, unfit for commercial operation, from one aerodrome
to another. When airworthiness specification standards have been reduced as permitted by the
AFM, its supplements, or as authorized by the Authority, ferry flights may have to be conducted
with minimum flight crew only.

Authorization for a ferry flight, including nomination of the minimum flight crew and, as
appropriate, approval or refusal to carry any additional crew members or non-revenue load, shall
be issued by the FOPH. The operating crew shall be provided with relevant technical information
required in preparation and execution of the ferry flight.

Ferry flights with reduced airworthiness specification standards may be executed by qualified flight
crew member. However, depending on availability and airplane location, a commander should be
nominated for the ferry flight in the order as below indicated:

 Check pilot.
 Line check pilot.
 Line pilot.

8.7.5 Demonstration Flights

Demonstration flights may be flights for the purpose of sales and advertising demonstrations
where no commercial load is carried, i.e. flights with journalists, customers, to introduce new type
of airplane or new routes.

A demonstration flight could also be a flight to demonstrate specific flight characteristics to a

potential buyer of that airplane type. On demonstration flights where non-revenue passengers
are carried, the required number of cabin crew members shall be assigned.

Demonstration flights without any passengers may be combined with training flights provided the
Commander is a qualified TRI/TRE for the airplane type.

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8.7.6 Positioning Flights

A positioning flight is a flight to bring an airplane to an aerodrome from which it will be scheduled
for a flight. Positioning flights may be executed by the minimum flight crew. At least forward doors
must be armed/disarmed in accordance with standard operations. Company crew members
and/or staff travelling to or from duty assignments may be transported on positioning flights in
accordance with the following:

1. Number of passengers less that 10:

- the Commander shall ensure that at least one of the passengers is familiar with:
a. Opening and closing doors
b. Operation of slides and rafts.
c. Location and use of fire extinguishers.
d. Use of oxygen.
e. Use of intercom system.
f. At least forward doors must be armed/disarmed in accordance with standard
operations.

2. Number of passengers 10 or more:

- at least one qualified cabin crew member shall be assigned for each 40 passengers on
board.
- In this case, all doors should be armed/disarmed by qualified cabin crew members in
according with standard operations.
- One cabin crew member will act as Senior Cabin Crew and will report any necessary
information to the Commander of the flight.

8.8 Oxygen Requirements

Adequate breathing oxygen must be provided to the crew and passengers for sustenance in case
of depressurization, smoke or toxic gas emission.

The Commander shall ensure that flight crew members engaged in performing duties essential to
safe operation in flight use supplemental oxygen continuously whenever cabin altitude exceeds
10.000 ft for a period in excess of 30 minutes and whenever cabin altitude exceeds
13.000 ft.

Additional “First Aid Oxygen” is required for passengers when the flight is planned to fly above
25.000 ft. The First Aid Oxygen must still be available after a depressurization.

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8.8.1 Oxygen Requirements for Flight and Cabin Crew Members

Table 8-23
MINIMUM REQUIREMENTS FOR SUPPLEMENTARY OXYGEN FOR PRESSURISED AEROPLANES DURING
AND FOLLOWING AN EMERGENCY DESCENT
(see Note 1)

SUPPLY FOR: DURATION & CABIN PRESSURE ALTITUDE

Entire Flight Time when the Cabin Pressure Altitude exceeds
13,000 ft and entire Flight Time when the Cabin Pressure
Altitude exceeds 10,000 ft but does not exceed 13,000 ft after
All occupants of
the first 30 minutes at those altitudes, but in no case less than:
Flight Deck seats on
(i) 30 minutes for airplanes certificated to fly at altitudes not
Flight Deck duty
exceeding 25,000 ft (Note 2).
(ii) 2 hours for airplanes certificated to fly at altitudes more
than 25,000 ft (Note 3).

Entire Flight Time when Cabin Pressure Altitude exceeds 13,000

All required Cabin ft but not less than 30 minutes (Note 2), and entire Flight Time
Crew members 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.

Note 1:The supply provided must take account of the Cabin Pressure Altitude and descent profile
for the routes concerned.
Note 2: the required minimum supply is that quantity of oxygen necessary for a constant rate of
descent from the aero plane’s maximum certificated Operating altitude to 10,000 ft in 10
minutes and followed by 20 minutes at 10,000 ft.
Note 3: the required minimum supply is that quantity of oxygen necessary for a constant rate of
descent from the aero plane’s maximum certificated operating altitude to 10,000 ft and
followed by 110 minutes at 10,000 ft.

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8.8.2 Oxygen Requirements for Passengers

Table 8-24
OXYGEN REQUIREMENTS for PRESSURISED AIRCRAFT
SUPPLY for: DURATION
100% of
10 minutes of the entire flight time when the Cabin Pressure Altitude
passengers
exceeds 15,000 ft whichever is the greater (see Note 1).
(see Notes)
30% of
Entire Flight Time when the Cabin Pressure Altitude exceeds 14,000 ft but
passengers
does not exceed 15,000 ft.
(see Notes)
10% of
Entire Flight Time when the Cabin Pressure Altitude exceeds 10,000 ft but
passengers
does not exceed 14.000 ft after the first 30 minutes at these altitudes.
(see Notes)
Note 1: The required minimum supply is that quantity of oxygen necessary for a constant rate of
descent from the aero plane’s maximum certificated operating altitude to 15.000 ft in
10 minutes.
Note 2: For the purpose of this table, «Passengers» means Passengers actually carried and
includes Infants.
Note 3: The flight crew members, either seated or not in the flight deck, not supplied by the
Flight Crew source are to be considered as passengers.
Note 4: Cabin Crew Members in addition to the minimum number of cabin crew members
required shall be considered as passengers.

8.8.3 First Aid Oxygen

The quantity of oxygen required as first aid for an aircraft operating above 25.000 ft
shall be calculated using an average flow rate of at least 3 liters Standard Temperature
Pressure Dry (STPD)/minute/person and shall be sufficient for the remainder of the
flight after cabin depressurization 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 shall be a sufficient number of dispensing units, but in no case less
than two, with a means for cabin crew to use the supply.

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The quantity of the oxygen must be added to the required oxygen quantity for the case of
emergency descent.

The First Aid Oxygen equipment shall be capable of generating a mass flow to each user of at
least four liters per minutes (STPD). Means may be provided to decrease the flow to not less
than two liters per minute (STPD) at any altitude.

8.8.4 Crew Protective Breathing Equipment

An easy accessible quick donning type of breathing equipment for immediate use is required
for each cockpit crew member (within 5 seconds, in accordance with OPS 1 regulations).
A portable protective breathing equipment is required at each cabin crew station in galleys’
compartments. This equipment must protect the eyes, nose and mouth for each crew
member while on duty and to provide oxygen for a period of not less than 15 minutes.
The oxygen required for breathing protection can be included in oxygen required for
sustenance, for depressurization and in first aid oxygen.

8.9 Cold Weather Operations

The operations conducted under the following conditions are considered “Cold Weather
Operations”.

 Operations on a runway slippery and/or contaminated by slush, snow, ice, standing

water, hail, freezing rain.
 Operations in precipitation of snow, freezing rain, hail.
 Operations in icing condition (see definition).

8.9.1 General

Operations in cold weather conditions shall be conducted with great care due to performance
and controllability degradation of the airplane on ground and in flight.
Contamination and ice reduce tire-to-ground friction on slippery runway and reduces the
airplane deceleration capability during a RTO and landing. In both cases the control capability
of the airplane is deteriorated especially in crosswind conditions.
The use of engine/wing anti-ice reduces performance and increase fuel consumption. If an
anti-ice system is expected to be used during the flight, the trip fuel should be corrected in
consideration with the time for which the system will be used.
The preparation and ground operation of the aircraft, after it has been sitting idle in very low
temperatures, may present particular problems. In such a case, the flight crew should use the
following procedures, which complement the normal procedures.

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8.9.2 Responsibility

It is the Commander’s responsibility to verify that the aircraft is free from ice and snow prior
to take off. It is a requirement that the Commander releasing the aircraft for service is
satisfied that correct and complete de-icing/anti-icing of the aircraft has taken place and that
the aircraft is fit for flight. This will be certified by the Commander’s signature in the
Technical Log Book’s page.

8.9.3 Definitions

Refer to OM Part A Introduction (I.9).

8.9.4 Cold Weather Operations for A 319

OM Part B (FCOM) is the reference manual for Cold Weather Operations. In details, 3 aspects
dial with Cold Weather Operations:

 Ground Operations on contaminated runways: refer to FCOM [Link].

 Ground Operations in cold weather: refer to FCOM [Link].
 Flight Operations in icing conditions: refer to FCOM [Link].x.

In addition to the above, two checklists have been created in order to help flight crew in this
critical situation.

The first one (Cold Weather Operations Checklist – A 319 ) is a simple checklist that can be used
in order to make sure not to forget something. For details, refer to OM Part A, chap 14.

The second one (A 319 takeoff data calculation) is a form that can be useful in case aircraft is
supposed to take off from a contaminated (or wet, if deemed necessary) runway and no
contaminated Runway Analysis Charts (RAC) are available. In OM Part A, chap 14, is possible
to find this self-explanatory form.

Both of the above (checklist and form) can be found together on board of our aircraft, in the
CM1 side.

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8.10.0 Abnormal and Emergency Procedures

Refer to FCTM-AOP-30-40, FCTM-PR-AEP Refer

to FCOM-PRO-ABN
Refer to QRH

8.10.1 Task Sharing

If an emergency or abnormal situation occurs during flight, the PF remains PF for the entire
flight, unless the Commander decides to re-allocate tasks differently, or in case of failure (e.g.
instrumentation) that impacts the "FLY" task of the PF.
It is the responsibility of the PF to:
• FLY
• NAVIGATE
• COMMUNICATE after the initiation of the ECAM actions, or a QRH procedure. It is the
responsibility of the PM to:
• MONITOR the flight path and the navigation
• Perform ECAM actions or apply QRH /OEB procedure.

8.10.2 Management of Emergency/Abnormal Operations

[Link] When an Emergency/Abnormal Situation Is Recognized

• First pilot to notice (usually PM) resets the master warning/caution pushbutton
and simultaneously announces the title of the failure. The PM should
check/inspect the overhead panel and/or associated SD, in order to analyze and
confirm the failure, before they take any action.
• FLY THE AIRCRAFT: Even an emergency condition that requires immediate
action (e.g. master warning), does not take priority over the safety of the aircraft.
• During this critical phase, the PM should backup the PF by:
- Closely monitoring the flight parameters, calling for any excessive deviation.
- Carefully following the flight profile and clearances, calling for configuration

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changes and deviation from clearances.

• NAVIGATE: Follow the desired flight path (select or request NAV, HDG or
ACTIVATE SECONDARY as appropriate).
• Only when the flight path is safe:

. PF announces: ECAM ACTIONS” or paper checklist (as appropriate).

• The “ECAM ACTIONS” callout implies that PF has controls and
communications. PF makes a short call to ATC, always using the
standard phraseology (PAN-PAN or MAYDAY), stating the problem and
intentions. Don’t rush to make the call, priority is always to fly and secure
the air- plane.
- If an OEB is applicable, PM calls “OEB APPLIES” and performs actions
according to the OEB (OEB overrides ECAM actions).
- PM performs all ECAM actions (READ & DO) and when he finishes calls:
“CLEAR (system title)?”
NOTE: Confirmation by both flight crew members (dual response) is required before
the actuation of any critical cockpit control (refer to FCTM AOP 30-20).
- PF replies: “CLEAR (system title)?” after he confirms that all actions
are completed.
- PM announces: “SECONDARY FAILURES” and analyses the
operational impact on the affected systems via the SD page. When a
system is analyzed, PM announces: “CLEAR (system title)?” and after
PF confirmation clears the system till the STATUS page appears.
- When STATUS page appears, PM announces: “STATUS”
- PF announces: “STOP ECAM. ANY PAPER CHECKLIST, ANY
COMPUTER RESET?” The ECAM procedure may consider reset of the
system by switching OFF then ON the associated system via the usual
cockpit control. However, reset action may not be requested by the ECAM
procedure. In this case, it is the flight crew responsibility to consider any
system reset to recover the operation of the affected system, provided
that the system reset is permitted in the system reset table. If the
reset is successful, the STATUS page will disappear. The flight crew must
not apply the system reset procedure from memory. They must refer to
the QRH.
- When checklist and/or resets are completed, PF announces:
“CONTINUE ECAM”.

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- PM reads the STATUS page. It is important that the flight crew checks
the whole STATUS page information, in order to correctly assess the
situation and subsequently make appropriate decision. The STATUS
page

may contain some actions, that should be performed by the flight crew at
a more appropriate time. The flight crew should read the procedures
associated with the STATUS page during the STATUS page review to
evaluate and anticipate the workload for each flight phase.
- When STATUS page is reviewed, PM announces: “REMOVE
STATUS?” and PF replies “REMOVE STATUS”.
- “ECAM ACTIONS COMPLETED”, is announced by the PM when all
applicable actions have been completed.
• When the ECAM /QRH /OEB actions are completed, the flight crew should:
- Resume the Normal Operations Task sharing rules.
- If time permits, review the FCOM for additional information on the
applicable procedure(s). However, the flight crew should not prolong the
flight to refer to the FCOM.
- Begin the decision process. Use STATUS page.
 Check the remaining fuel at destination or diversion airport. Check
any fuel penalty factor (if applicable).
 Check weather and NOTAMS.
 Check any landing distance penalty, and compute the landing
distance at destination or diversion airport.
 Use DODAR (Diagnosis - Options - Decision - Assign tasks - Re-
view). Consider all the operational, maintenance and commercial
aspects.
- Make the decision.
- Inform the ATC, the cabin crew, the passengers, and airline operations
as required.

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[Link] LAND ASAP on ECAM

• RED = Land as soon as possible at the nearest suitable airport at which a safe
approach and landing can be made.
• AMBER = Advice to the flight crew to consider landing at the nearest
suitable airport at which a safe approach and landing can be made..

[Link] Guidance for Decision Making.

Libyan Wings uses DODAR for decision making. Diagnosis, Options, Decision,
Assign tasks, Review.
Include all relevant crewmembers in the process. Follow a structured scheme as
suggested below which will assist the process and should result in logical decisions:
• Diagnosis
Keep the process as simple as possible.
Analyze the failure, check fuel available and landing distance required. The
exception is if an immediate landing is required due to smoke, fire or any
other high level emergency.
• Options
Look for obvious and simple solutions. Collect information (weather / NOTAMS)
on suitable airport according to time and fuel and ensure a safe landing can be
made. Evaluate the time required for landing (for the subsequent NITS briefing
to the LFA and for the ATC update).
• Decision
Use good CRM and arrive at a logical decision. Do not procrastinate. While
crew inputs are important (according to good CRM practice) in order to arrive
at a timely and suitable outcome, the final decision always remains with the
Commander.
• Assign Tasks/Communicate
- Once the decision is made by the Commander, he should allocate tasks
according to the situation. Task allocation in the cockpit should be done
according to the workload with regard to the experience of the co-pilot.
- Once, the allocation of tasks is made, immediately inform ATC about your
intentions and the Commander should give the NITS briefing to the LFA.
A passenger PA should be made at an appropriate time, generally during
a lower workload period.

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• Review
- Monitor the situation. If new factors appear, make sure the plan is still
able to reach the objective.
- Keep a high situational awareness of time, weather and fuel.
- Check that cabin is prepared, the ATC has been updated and the
passengers have been informed.

[Link] Prepare for the Approach – Briefing

The PF should hand over control and communications to PM during approach

preparation. If the CM1 must fly the aircraft (e.g. PFD malfunction), the approach
preparation defaults to CM2

- If the AP is available and navigation is safe (preferably in a HOLD), the PF should

take the controls. Communications remains with the PM. PF should brief the approach
from the glass (PLAN on ND with CSTR selected) effectively remaining ‘head up’. PM
should crosscheck the approach preparation versus Lido Charts charts and at the
same time handling the communications with ATC (as normal operations).

- If the AP is not available or safe navigation takes priority (e.g. being radar vectored)
one pilot must be fully dedicated to aircraft control. When this option is used, PF gives
controls and communications to PM and prepares the approach. Then, PF should then
take the controls, PM checks all the entries and when finishes PF briefs PM how the
approach will be flown.

[Link] Cabin Crew Communication.

NITS Briefing
In the event of an abnormal or emergency situation and when time permits, the Com-
mander is to fully brief the SCCM on the situation using the following format:
• Always start with: “THIS IS A NITS BRIEFING”..
• Nature of the emergency.
• Intentions (return, diversion or continuation to destination).
• Time remaining before landing.
• Special instructions.
A NITS briefing must be read back by the SCCM (to make sure there is no misunder-
standing).

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NOTE: The NITS format (without using the acronym) is also practical for communicating about
an abnormal situation to ATC, OCC etc.
Whenever possible, to avoid alarming passengers unnecessarily, the SCCM should
be called to the flight deck using the normal crew call functions. However, if an urgent
need to brief the SCCM arises, the Commander should make the PA announcement
“CABIN SENIOR TO THE COCKPIT” or use the EMER CALL button. (This causes a
triple Hi-Lo chime and flashing crew call lights in the cabin and an EMERGENCY CALL
message on Attendant Information Panels).
In time critical situations prior to an emergency landing, it may not be possible for either
crew to give a full NITS briefing and the Commander should adapt to the situation.

Before starting an approach, when cabin crew reports “cabin secure for landing”, up-
date cabin crew on expected time till landing.

During the final stages of approach to either an unprepared or prepared emergency

landing, the following calls are to be made from the flight deck using the PA system.
Each call is to be repeated:

“BRACE-BRACE”: This call is made when passing 500ft AGL/ASL.

After landing (park brake set) or ditching, the call from the cockpit will be “ATTENTION
CREW! AT STATIONS!”: (the cabin crew are trained to receive this call).
After ECAM or paper checklist, Commander will assess and decide, then either:
“EVACUATE - EVACUATE ”, or;
“NORMAL OPERATIONS - NORMAL OPERATIONS”: if the situation in under con-
trol and evacuation is not required.
The Flight crew shall Inform the Cabin Crew that an Emergency Descent will be initi-
ated by calling: “EMERGENCY DESCENT - EMERGENCY DESCENT”
Once they have reached a safe altitude, flight crew calls: “CREW SAFE ALTITUDE,
CHECK THE CABIN”.

8.10.3 Rejected Take-off

Procedures to be followed in case of a rejected take-off are given in FCTM PR-AEP-

MISC-P.
The occurrence of a malfunction during take-off calls for the full co-operation of both
flight crew members as well as for sound and quick decisions by the Captain. The
decision to continue the take-off or to reject rests solely with the Captain.

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V1 take-off reference speed is used when deciding whether to reject or continue. If a

serious malfunction or other condition that renders the aircraft unsafe for flight is rec-
ognized before V1, the take-off must be rejected.

If a serious malfunction is recognized at or after V1, the take-off must be continued, if

the aircraft is deemed flyable.
The number of reasons for rejecting a take-off diminishes as speed increases.

Rejecting a take-off above 100 knots is a more serious matter, particularly on slippery
runways. It can lead to a hazardous situation especially if the speed is approaching
V1. At these speeds the Captain should be “go-minded”. It is far better to get airborne,
reduce the fuel load and land with the full runway length available.

8.10.4 Engine Failure

[Link] Engine Failure or Fire after V1

In case of engine failure after V1 the PF shall establish a safe flight path and the PM
shall reset the master warning/caution P/B, announce the title of the failure (e.g.
“ENGINE FAILURE”) and monitor the flight parameters.
At 400 FT AGL, when a safe flight path is established, PF announces “ECAM
ACTIONS” and an emergency “MAYDAY” call must be made and any deviations from
the assigned SID or departure clearance must be clearly communicated to ATC.
Thereafter, proceed as for general failure management as described in FOM 8.10.1
Flight crew must be aware that GPWS alerts / warnings may be generated along the
engine out flight path even if the engine failure occurred considerably after V1 and
even when the published TLR EOSID is precisely followed.
Performance and terrain permitting, the following alternatives may be considered:
• Departure route according to the ATC clearance.
• Engine out procedure (if applicable)
• A safe flight path in visual weather conditions.

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[Link] Enroute Engine Failure.

In addition to the procedures described in FOM 8.10.1 and FCOM abnormal proce-
dures, whenever an aircraft engine fails or is shutdown to prevent possible damage,
the PIC must land the aircraft at the nearest suitable aerodrome at which a safe landing
can be made.
The PIC must report each engine shutdown in flight to the appropriate communication
facility as soon as practicable and must keep that facility fully informed of the progress
of the flight.
If the PIC lands at an aerodrome other than the nearest suitable aerodrome, the PIC
must, upon completing the trip, send a written report to Director of Operations stating
the reasons for determining it was as safe to land at that aerodrome as at the nearest
suitable aerodrome. This report must be submitted immediately to GACA.
If an Engine failure occurs during the flight it shall be planned to comply to the following
requirements:
- Obstacle Clearance.
- Oxygen
The diversion strategy (descent cruise speed schedules) shall be selected, and spec-
ified in the operator’s route, as a function of the prevailing operational factor. Refer
FCOM PER-OEI-GEN-50. Using all the time AIRBUS SOP .
Inflight performance includes ceilings (One Engine Out), gross flight path descent at
green dot speed cruise at LRC, inflight quick check long range. Refer QRH-FPE-OEI.
When the MOCA is higher than the gross ceiling for one engine out, drift down routes
shall be provided by Flight Operations Engineering (outsourced to 3Green) depart-
ment.

8.10.5 Emergency Descent

Refer to FCOM PRO-ABN-MISC

FCTM PR-AEP-MISC
QRH 25.02A

8.10.6 Emergency Evacuation

Refer to FCOM PRO-ABN-90

FCTM PR-AEP-MISC

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8.10.7 Guidance for Bird Strikes

CAUTION: Any time a bird strike to an engine (or engines) is known to have occurred 'and'
there is obvious sign of engine damage, then a landing at the nearest suitable airport should
be made. Obvious signs of engine damage may include: abnormal vibration, a change in
engine parameters that is not normal for the phase of flight, or significant difference in the
parameters between engines.

Detecting a Bird Strike While in Flight

• Visual: Birds seen in close proximity to the aircraft or colliding with the aircraft, bird
remains on windshield, cracked windshield.
• Tactile: Vibration of airframe or engine, thrust loss, asymmetric thrust, increased drag,
abnormal airplane handling characteristics.

• Auditory: Noise of strike or noise attributed to resulting damage: engine surging,

compressor stalls, aerodynamic noise from damaged radar dome, loss of
pressurization.
- Olfactory: Smoke, or odor similar to a cooked bird.
- Engine indications: Reduction or fluctuation in primary power parameter (e.g.,
EPR, fan speed), abnormal fuel flow, abnormal engine vibration monitoring,
engine failure, engine eceedances.
- Flight instruments: Loss of data or erroneous indications arising from damage to
air data sensors or angle-of-attack sensors.
- Other aircraft systems or structure affected directly by a strike: Damaged com-
communications or navigation antennas, damage to exposed electrical wiring or
hydraulic lines, damaged radome or weather radar, broken landing lights, or
cascading and multiple effects from sensor damage or engine damage.
Responses to A Known or Suspected Bird Strike
• Immediate actions:
- Fly the aircraft and maintain flight path control.
- Monitor flight and engine instruments.
• Severe engine damage:
- Shut down engine according to procedure.
• Strong engine vibration:
- Reduce thrust, which will often reduce vibration.
• Known or suspected airframe damage or engine damage:

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- Maintain or reduce speed — do not accelerate unless necessary for

safety of flight or to maintain flight path control.
- On departure, consider a level off and turn back.
• Damaged windshield or depressurization:
- Below 10,000 ft./FL100, discontinue climb and level off.
- Above 10,000 ft./FL100, descend to 10,000 feet or the minimum safe al-
titude.
• • Known or suspected strikes to air data and angle-of-attack sensors:
- Be aware that this may affect other aircraft systems and have cascading effects.
- Be aware of the potential for loss or erroneous air data and degraded flight
control modes
• Bird strikes during approach or landing:
- If the landing is assured, continuing the approach to landing is the
preferred option. If more birds are encountered, fly through the bird flock
and land.
- If bird ingestion into the engine is suspected, limit reverse thrust on
landing to the amount needed to stop on the runway. Reverse thrust may
increase engine damage, especially when engine vibration or high
exhaust gas temperature is indicated.
• Post flight actions following a known or suspected bird strike:
- Contact OCC for further action.
- It is mandatory to submit an ASR.

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8.11. COVID – 19 OPERATIONS PROCEDURE

8.11.1 PRE-FLIGHT PREPARATION

8.11.1 .1 Crew Briefing

1) Chief Cabin shall first stress on the sensitive and special nature of these flights and
remind all crew members that many passengers may get emotional or agitated during
the flight and that they are required to reassure these passengers.

2) Chief Cabin shall also brief the assigned cabin crew members about all the crew and
Passengers’ procedures as described in this document.

3) Chief Cabin shall stress on the fact that Corona virus disease (COVID-19) human-to-
human transmission is primarily via respiratory droplets from, or direct contact with, an
infected individual. And that all crew members must adhere to personal protection
measures at all times.

4) Chief Cabin shall remind all crew members to abstain from any photography or social
media publicity. Any violation shall result in disciplinary action.

5) One cabin crew shall be assigned to attend to the Flight Crew solely, he/she shall not be
permitted to leave the FWD area or mingle with the rest of the passengers.

6) FWD lavatory shall always be kept blocked off for the crew during
flight.

7) Crew should only use the FWD lavatories and ensure the lavatory is fully disinfected
after every use.

[Link] Personal Protection Kit

1) Flight and Cabin crew shall each be provided with Personal Protection Kits which
contain the following:
 Impermeable Full-length long-sleeved suit.
 Face mask and Disposable Gloves.
 Germicidal disinfectant for surface cleaning.

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2) Chief Cabin shall ensure that all scheduled crew are supplied with individual
precaution kits. And one additional emergency kits for each flight

3) Each crew is responsible to ensure that his/her precaution kit contains all the items
listed above.

[Link] Cabin, Galley and Lavatory Preparation

[Link].1 Cabin Preparation

1) Coat stowage used for COVID-19 emergency equipment storage and that may be
accessible to passengers shall be controlled by chief cabin to avoid accidental
contamination.

2) Sealing of these compartments shall be carried out by the cabin crew after satisfactory
emergency equipment check.

3) Crew shall ensure that all aircraft seats, galleys, lavatories, overhead bins, and racks
are clean.

4) Waste paper bags shall be stored in galleys and distributed to passengers if and when
needed (ex: nauseous passenger).

[Link].2 Galley Preparation

1) A meal count shall be carried to ensure that sufficient meal boxes are
available.

2) Meal boxes shall comprise of cold snacks, disposable cutlery and bottled
water.

3) Disinfecting sprays and wipes should be available for cabin, galley and lavatory
sanitization.

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[Link].3 Lavatories Preparation

1) Cabin crew shall ensure that each lavatory is equipped with Anti-bacterial Soap
dispensers.

2) Toilet kits are available and contain (disposable tissue).

3) No toilet amenities should be kept in the lavatories except those mentioned

above.

Note: Potable water tanks shall be uplifted full quantity from Libya. No outstation uplifting will
be allowed, for the first month.

8.11.2 Outstations Procedure

[Link] Checks-in Process

1) Passports can be a means of bacterial contamination and transmission, therefore All

Check in staff and Baggage handlers in Outstations are required to wear protective
masks & disposable Gloves during the entire check in process.

2) Passengers shall be checked in individually with each passenger at a

time.

3) No group check-in shall be allowed at any

time.

4) Ground staff shall ensure that a minimum of 1-meter distance shall be kept between
passengers while queuing.

5) Priority check-in shall be given to Elderly, Passengers with low mobility, and mothers
with infants in order of priority.

6) The last two rows of seats should be reserved as quarantine areas.

7) Passengers will be permitted limited carry-on baggage onboard the aircraft.

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[Link] Passengers’ Seating

1) Forward open seats shall be assigned for elderly, passengers with low mobility, and
mothers with infants in order of priority.

2) Suspected sick passengers shall be seated in the last rows.

3) The last two rows of seats should be reserved as quarantine areas when handling
possible in- flight emergencies.

[Link] Passengers Boarding

1) Ground staff shall ensure that only 15 passengers shall proceed to the aircraft at a
time in a tube gate.

2) A maximum of 30 passengers shall be transported to the aircraft during remote

boarding.

3) Passengers shall be required to only occupy their assigned seats and not change their
seats at any time.

4) Passengers shall wear mask throughout the flight.

5) The cockpit shall be kept locked at all times.

6) Ground personnel who require access to the cockpit shall be wearing face mask.
Access to the cockpit shall be kept to absolute minimum; if not possible then
communication should be via crew member.

7) Passenger or crew congregation shall not be permitted at any time during

boarding.

8) Passengers shall be requested to remain seated and avoid cabin

movement.

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[Link] Pre-Take off Preparation

1) Ground handling staff shall be ALLOWED to enter the aircraft when assisting
wheelchair passengers (including WCHC).

2) Cabin crew must follow all pre take off cabin safety
procedures.

3) Minimal cockpit visits shall be observed, interphone communication is

advised.

4) In addition to the usual flight information cabin announcement, the Chief Cabin also
announces the following: See Chapter 5

8.11.3 IN-FLIGHT PROCESS

[Link] Cabin Announcement

After take-off the Chief Cabin will make the following cabin announcement as given in 8.11.5

[Link] Catering Service & Disposal

1) Passenger Meal boxes will be distributed for short flights. Cabin Crew will pass by for
boxes’ collection.

2) Cabin crew shall advise the passengers to clean their hands with the disinfecting
wipes provided in their catering box.

3) Cabin crew shall advise the passengers to use the disposable cutlery available in their
meal boxes and avoid touching their faces with their hands.

4) Cabin crew shall dispose of all meal boxes in the waste containers.

5) During the meal boxes collection process, extra care should be taken to avoid liquid
spillage on seat covers and floor mats.

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[Link] Lavatories

1) Congregation and /or queuing for lavatories should be avoided.

2) Cabin crew shall ensure that the Anti-bacterial sanitizing gel and soap dispenser are
filled at all times.

3) Cabin crew shall ensure that Individual Toilet kits are available and contain
(disposable tissue).

4) No toilet amenities should be kept in the lavatories except those mentioned above.

5) Lavatories have to be cleaned up and disinfected during flight more

frequently.

[Link] Crew Precautionary Guidance

1) All crew members must keep their, masks and gloves at all times during the inbound
flights.

2) Forward lavatory shall always be kept blocked off for the crew during flight.

3) Crew should only use the Forward lavatory and ensure these lavatories are disinfected
after every use.

4) Crew members’ access to the cockpit must be reduced to the minimum.

5) Intercom system is recommended for communications among crew members to avoid

lose contact.

6) Cabin crew should avoid close contact with passengers and only provide necessary
in-flight service.

7) Crew members should change facial masks periodically.

8) The face mask should be close to the face, covering the nose and mouth completely,
leaving no space.

9) During in-flight service and when removing the mask, the crew should not touch the
outside of the mask with their hands to avoid contaminating their hands.

10) The facial masks should be changed with new ones as soon as they are damp or
contaminated and hands should be cleaned with sanitizer both before and after the
replacement.

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11) The crew should use alcohol-based disinfection wipes to clean and disinfect their
hands , Or otherwise by other means

12) When the crew is not sure whether their hands are clean, avoid touching the nose,
mouth and eyes with their hands.

13) When sneezing or coughing, one should try to lower the head or turn away from
passengers and crew members nearby and cover the mouth and nose with tissue or
flexed elbow.

14) After touching or disposing wastes, hands should be cleaned with soap and hand
sanitizer under running water followed by hand disinfection.

[Link] On-board Quarantine Measures

1) The last 2 seat rows of the cabin should be designated for relative emergency
quarantine.

2) Any passenger who gets sick or showing probable signs of infection during flight
should be seated in the right window seat, by which the breath exhaled could be
exited the cabin directly to the largest extent.

3) The right rear lavatory should be specifically designated for quarantine

purpose.

4) A specific crew member will be assigned by the Chief Cabin to provide necessary in-
flight service for quarantine areas, and the crew member should minimize close
contacts (within 2 meters) with other crew members and unnecessary contacts.

5) Cabin attendants should wear double-layered disposable rubber

gloves.

6) If there are more than 2 sick passengers on board, hands should be disinfected before
contacting other passengers.

7) Cabin attendants should wear medical protection masks. Touching or adjusting masks
is prohibited during sick passenger handling.

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8.11.4 ARRIVAL PROCESS

[Link] Passengers Disembarkation and Handling

1) Just after landing; during Aircraft taxiing, the Chief Cabin shall make the announcement
as given in Chapter 5.

2) All passengers shall be requested to remain seated.

3) The Cabin crew in charge shall liaise with the ground staff and the medical team to
start disembarking passengers in order of priority from front to back.

4) Chief Cabin shall ensure that 30 passengers shall be disembarked at a time,

for bus transfer

5) The Chief Cabin shall inform the ground personnel of the suspected case passengers
and their seat numbers.

[Link] Crew Disembarkation

1) Crew members can only leave the aircraft after all passengers have
disembarked.

2) All cabin overhead bins, seats and lavatories should be checked to ensure that no
passengers’ personal items are left behind.

3) Any items found should be handed over to the flight ground staff and security
staff.

4) Crew members should then proceed to the airport medical test center when advised
by the ground staff.

5) Flight crew members are prohibited from opening the cockpit door until cabin crew
members have deplaned.

6) Protective equipment should be removed after disembarkation and prior to bus

transportation.

[Link] Crew Protective Gear Disposal

1) Prior to being transported to the medical test center, all crew members are required
to disinfect their hands before removing protections by the following order:

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 Taking off protective suits (aprons), gloves,

 Applying skin disinfection wipe for hand disinfection;

 Then taking off goggles, facial masks, and

 At last applying skin disinfection wipe to clean hands and other parts of the
body that may have been exposed to contaminants.

2) Placing all used protections and contaminated items inside a waste bag; then closing
the bag.

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8.11.5 CABIN ANNOUNCEMENT

English ‫عربي‬
Pre-Take off Preparation

Ladies & Gentlemen, ‫ضيوفنا االعزاء‬

For your safety, you are kindly requested
‫ نطلب منكم البقاء‬، ‫ سالمتكم و راحتكم‬...‫من أ جل‬
to remain seated and fastened at all
times. We recommend you to keep on ‫جالسین في مقاعديكم و ربط حزام االمان طیلة زمن‬
your personal mask and gloves .‫الرحلة‬
throughout the flight. Please avoid any ‫ للطبیعة الخاصة لھذه الرحلة يجب ارتداء‬...‫نظرا‬
contacts with the other guests . ‫الكمامات و القفزات‬
‫ بتقلیل من االحتكاك و االتصال البشري‬...‫كما نذكركم‬
. ‫فیما بینمكم إلى الحد األ دنى من أجل حمايتكم‬
After Take-off the Chief Cabin will make the following cabin announcement:
This PA applicable if pre meal loaded onboard

Ladies & Gentlemen, ‫ضيوفنا االعزاء‬

For your safety, you are kindly requested to ‫ نطلب منكم البقاء‬، ‫ سالمتكم و راحتكم‬...‫من أ جل‬
remain seated and fastened at all times.
‫جالسین في مقاعديكم و ربط حزام االمان طیلة زمن‬
Kindly avoid any contacts with the other
guests. Due to the nature of this flight, the .‫الرحلة‬
cabin crew members will proceed to ‫ للطبیعة الخاصة لھذه الرحلة يجب ارتداء‬...‫نظرا‬
distribute meal boxes. We advise you to . ‫الكمامات و القفزات‬
clean your hands before eating and to avoid ‫ بتقلیل من االحتكاك و االتصال البشري‬...‫كما نذكركم‬
touching your mouth and nose. Please use the ‫فیما بینمكم إلى الحد األ دنى من أجل حمايتكم‬
eating tools in the box and once finished
‫ أعضاء الضیافة بتوزيع الوجبات‬...‫سوف يقوم‬
place them back in. The cabin crew members
will collect them later on. .‫الباردة‬
Thank you for your cooperation and ‫ استعمال االدوات الموجودة مع الوجبة و‬...‫نأمل منكم‬
understanding. ‫بعد االنتھاء من االكل يطلب منكم تنظیف الیدين‬
.‫بالمناديل المطھرة‬
‫ أعضاء الضیافة بتجمیع حاويات الطعام‬...‫سيقومون‬
. ‫من أمامكم‬
.‫ شاكرين لكم حسن التعاون وتفهمكم لهدا االمر‬...

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Flight with no meal service

Ladies & Gentlemen, ‫ضيوفنا االعزاء‬

For your safety, you are kindly requested to ‫ يطلب منكم البقاء‬، ‫ سالمتكم و راحتكم‬...‫من أ جل‬
remain seated and fastened at all times. ‫جالسین في مقاعديكم و ربط حزام االمان طیلة زمن‬
Kindly avoid any contacts with the other
.‫الرحلة‬
guests.
Due to the current situation, we regret to ‫ بتقلیل من االحتكاك و االتصال البشري‬...‫كما نذكركم‬
inform you that there will be no meals. . ‫فیما بینكم‬

‫ للطبیعة الخاصة لھذه الرحلة‬... ‫عذرا ضيوفنا الكرام‬

.‫يتعدر علینا تقديم وجبات‬

Distributing health declaration forms (30 minutes prior top of decent)

Ladies & Gentlemen, ‫ضيوفنا الكرام‬

Due to the outbreak of corona virus cases and ‫حاالت فیروس كورونا وامتثاآل لوزارة‬... ‫بسبب تفشي‬
in compliance with Ministry of Health in the ، ‫الصحة ومركز مكافحة االمراض في الدولة اللیبیة‬
State of Libya , all incoming travelers are
required to fill out a form for the self-
disclosure of the traveler . ‫ القادمین مالء استمارة‬..‫يتعين على جميع المسافرين‬
The cabin crew will pass through the cabin to .‫للكشف الذاتي‬
distribute these forms to you in the next few
minutes. ‫ سیقومون بتوزيع ھذه النماذج‬...‫عضو الضيافة الجوية‬
‫علیكم في الدقائق القلیلة القادمة‬
Thank you for your attention and
cooperation.
‫نشكركم على انتباھكم وتعاونكم‬

Note: Any further details refer to Cabin Crew Operations Manual

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FOR GUIDANCE ONLY

9 DANGEROUS GOODS AND WEAPONS .....................................................3

9.1 INFORMATION, INSTRUCTIONS AND GENERAL GUIDANCE ON THE

TRANSPORT OF DANGEROUS GOODS ......................................................3

9.1.1 Company policy on the transport of Dangerous Goods...........................3

9.1.2 Guidance on the requirements for acceptance, labeling, handling, stowage

and segregation of Dangerous Goods..............................................................4

[Link] Limitations on transportation of Dangerous Goods..............................5

[Link] Classes and Divisions of Dangerous Goods .......................................8

[Link] Marking and Labeling...........................................................................9

[Link] Dangerous Goods Acceptance Checklist ............................................10

[Link] Notification to Commander (NOTOC- Special Load Notification to

Captain) ...........................................................................................................11

[Link] Flight Crew DG’s Acceptance Flow Chart............................................11

9.1.3 Procedures for responding to emergency situations involving Dangerous

Goods...............................................................................................................12

[Link] Check List for Dangerous Goods Incidents..........................................12

[Link] Dangerous Goods Incident and Accident Reports...............................13

9.1.4 Duties of all personnel involved as per LYCARs …….............................14

9.1.5 Instructions on the carriage of Dangerous Goods by the Company’s

employees .......................................................................................................15

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9.2 TRANSPORT OF WEAPONS, MUNITIONS OF WAR AND SPORTING

WEAPONS.......................................................................................................15

9.2.1 Carriage of Weapons and Munitions of war…….....................................15

[Link] Definition .................................................................................................................................15

[Link] Prohibition on carriage of Munitions of war...........................................15

[Link] Over flight permission...........................................................................16

[Link] Notification to Commander...................................................................16

9.2.2 Carriage of Weapons and Sporting weapons..........................................16

[Link] Carriage of Sporting weapons..............................................................16

[Link] Carriage of Weapons-Exception...........................................................16

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9 DANGEROUS GOODS AND WEAPONS

9.1 INFORMATION, INSTRUCTIONS AND GENERAL GUIDANCE ON THE

TRANSPORT OF DANGEROUS GOODS
9.1.1 Company policy on the transport of Dangerous Goods
The carriage of Dangerous Goods on aircraft must comply with the provisions of the
current IATA Dangerous Goods Regulation (IATA D.G.R. manual) irrespective of
whether the flight is wholly or partly within or wholly outside the territory of a State.
The Company does not carry industrial chemical wastes and explosives (except 1.4S
when transported as checked baggage).

Transport of arms, ammunitions to/from/trough territory of Libyan must previously be

authorized by LYCAA and Ministry of Internal Affairs.

Passenger Cabin and Flight Deck

Carriage of Dangerous Goods in an aeroplane cabin occupied by passengers or on
the flight deck is prohibited, unless otherwise specified in the IATA D.G.R. manual.

Cargo Compartments
Dangerous Goods shall be loaded, segregated, stowed and secured on an aeroplane
as specified in the IATA DGR current edition.

Dangerous Goods Designated for Carriage Only on Cargo Aircraft.

Dangerous goods bearing the ‘Cargo Aircraft Only’ label must be carried on a cargo
aircraft and loaded as specified in the IATA D.G.R. manual.

Information to passengers
In order to warn passengers and cargo customers as to the types of goods which they
are forbidden from transporting aboard an airplane, warning notice are displayed at
each check in area and also in any locations where cargo is accepted. Warning notice
are also given in passenger tickets

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Company responsibilities
In transporting Dangerous Goods, the company and the handling agent are
responsible for the: acceptance, storage, loading, inspection, provision of information,
emergency response, retention of records, training. Above topics are detailed in
section 9 of IATA D.G.R. (handling) current edition. On some airports the Company
relies on outsourcing service suppliers (Cargo and Agent Handling) for acceptance
and handling of Dangerous Goods. In order to ascertain compliance with
requirements, the Company Quality Department audits yearly these suppliers.

9.1.2 Guidance on the requirements for acceptance, labeling, handling,

stowage and segregation of Dangerous Goods

Dangerous Goods are permitted to be transported as cargo under the conditions of an

exemption issued by all States concerned, or under the conditions of D.G.R.
Exemptions and approvals are used for items which are usually forbidden for transport
on passenger aircraft or on passenger and cargo aircraft (D.G.R. 2.6.0).

There are certain differences between the IATA and ICAO regulations: IATA results in
a regulatory regime which is more restrictive than the ICAO requirements (D.G.R.
2.6.2).Dangerous goods which are not absolutely forbidden (see D.G.R. 2.1)
may be transported under the provisions of Dangerous Goods Regulations (D.G.R.
2.6.3). Very small quantities of Dangerous Goods, called as "Dangerous Goods in
Excepted Quantities", permitted on passenger aircraft, may be transported as cargo
only and excepted from the marking, labelling and documentation of Dangerous
Goods Regulations (see D.G.R. table 2.17.A).

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[Link] Limitations on transportation of Dangerous Goods

Dangerous Goods are divided in three categories:

Acceptable items;
Prohibited items;
Excluded from D.G.R. requirements.

Acceptable Items
The great many Dangerous Goods may be safely carried on aircrafts as cargo,
provided they are properly prepared for transport in accordance with IATA Dangerous
Goods Regulations (see D.G.R. 2.6 and 4.2). Generally, they are not permitted in
passengers or crews checked baggage, or as carry on articles (see also Dangerous
Goods “Excluded from DGR Requirements” below).

Prohibited Items
Certain Dangerous Goods are considered to be too dangerous for transport by air
under any circumstances. Special care is taken to ensure that such goods are not
accepted for transport (see Dangerous Goods Regulations 2.1).

Excluded from DGR Requirement.

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Certain articles and substances which would otherwise be classified as Dangerous

Goods are excepted from the marking, labeling and documentation requirements,
provided they are:

a) Required to be aboard the aircraft in accordance with the pertinent airworthiness

requirements and operating regulations. This includes replacements and spares
which can be carried in specially made containers, provided they meet at least the
packaging requirements.

Such Dangerous Goods include but are not limited to:

Batteries;
Fire extinguishers; First aid
kits; Insecticides/air
fresheners; Lifesaving
appliances; Portable
oxygen supplies;
Goods carried as catering or cabin service supplies i.e. dry ice, alcoholic bever-
ages, etc.;
Alcoholic beverages, perfumes and colognes carried by the Company for use or
sale on board during the flight or series of flights.

b) Carried for use in flight for medical aid for a patient, provided that:
Gas cylinders have been manufactured specifically for the purpose of containing
and transporting that particular gas;
Drugs, medicines and other medical matter are under the control of trained per-
sonnel during the time when they are in use in the aircraft;
Wet cell batteries are kept upright to prevent spillage of the electrolyte;
Proper provision is made to stow and secure all the equipment during takeoff and
landing and at all other times when deemed necessary by the Commander in
the interest of safety.

Take in due consideration that the following items are prohibited:

Strollers (oxygen device);

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Oxygen cylinder or air cylinder; (the Company may provide on passenger request, at
the booking time, a special oxygen bottle or an extra oxygen bottle in re- spect
to the number usually carried on board).

c) Intended for the personal use of passengers or crew members as follows:

Alcoholic beverages, containing more than 24% but not more than 70% alcohol
by volume, carried by passengers or crew as carry on or checked baggage,
provided that the total net quantity per person does not exceed 2 lt;

Note: alcoholic beverages containing 24% or less alcohol by volume are not
subject to any restrictions.

Non-radioactive medicinal or toilet articles (including aerosols, hair sprays, co-

lognes, perfumes, medicines including alcohol) carried in, or as carry on or
checked baggage.
Aerosols, which are non-flammable, non-toxic and without subsidiary risk, and
which are for sporting or home use (as distinct from per- sonal use), may be
carried in checked baggage only. The total net quantity of all such medical or
toilet articles must not exceed 2 kg or 2 It and the net quantity of each single
article must not exceed 0.5 kg or 0.5 It.

Safety matches or a lighter for the person's own use when carried on him.
“Strike anywhere” matches, lighters containing unabsorbed liquid fuel, (other
than liquefied gas), lighter fuel and lighter refills are not permitted.
A hydrocarbon gas powered hair curler, provided the safety cover is securely fit-
ted over the heating element. Gas refills are not permitted.

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.

Radio isotopic cardiac pacemakers or other devices (including those powered by

lithium batteries) implanted in a person, or radiopharmaceuticals contained
within the body of a person as a result of medical treatment.

A small medical or clinical thermometer containing mercury, for the person's own
use when in its protective case.

With the approval of the Company, as checked baggage only, securely boxed
cartridges for sporting purposes, in quantities not exceeding 5 kg gross weight
per passenger for personal use, excluding ammunition with explosive or
incendiary projectiles: allowances for more than one passenger must not be
combined into one or more packages.

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Note: division 1.4S is a classification assigned to an explosive presenting no

significant hazard: cartridges for sporting use are likely to be within Division
1.4S.
Dry ice in quantities not exceeding 2 kg per passenger when used to pack per-
ishables if carryon baggage, provided the package permits the release of car-
bon dioxide gas;
With the Company approval, wheelchairs with non spill able batteries as checked
baggage, provided that the battery is disconnected, the battery terminals are
protected from short circuits and the battery is securely attached to the wheel-
chair;
With the Company approval, wheelchairs with spill able batteries as checked bag-
gage, provided that the wheelchairs can be loaded, stowed, secured and un-
loaded always in upright position and the battery is disconnected, the battery
terminals are protected from short circuits and the battery is securely attached
to the wheelchair. If the wheelchair cannot be loaded, stowed, secured and
unloaded always in upright position, the battery must be removed and the
wheelchair may then be carried as checked baggage without restriction.

Note 1: the Commander must be informed of the location of a wheelchair with

an installed battery or the location of a packed battery.
Note 2: security attach cases (which may contain lithium batteries and/or
pyrotechnical material) are forbidden.

[Link] Classes and Divisions of Dangerous Goods

The following information on the classification of Dangerous Goods is offered for the
guidance of crew members, with common examples of the goods in each class.

Dangerous Goods are divided into nine classes reflecting the type of risk involved. It is
emphasized that the order in which they are listed does not imply a relative degree of
danger.

The nine Classes of Dangerous Goods are:

Class 1 Explosives (i.e. fireworks, ammunition);

Class 2 Gases compressed, liquefied, dissolved under pressure or refrigerated
(i.e. aerosols, butane gas lighter refills);
Class 3 Flammable liquids (i.e. paint, thinners, white spirit);
Class 4 Flammable solids (i.e. strike anywhere matches),
substances liable to spontaneous combustion (i.e. sodium)
substances which, on contact with water emit flammable gases (i.e.
barium);

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Class 5 Oxidizing substances (i.e. some bleaching powders),

organic peroxides (i.e. glass fiber repair kits, hydrogen peroxide);
Class 6 Poisonous (toxic) substances (i.e. insecticides. drugs),
infectious substances (i.e. bacterial agents);
Class 7 Radioactive materials (i.e. medical radioisotopes);
Class 8 Corrosives (i.e. mercury, acid);
Class 9 Miscellaneous Dangerous Goods (i.e. magnetized materials,
acetaldehyde ammonia, expendable polystyrene beads)

In some classes, Dangerous Goods are further divided into divisions. The divisions is
expressed by placing a decimal point after class number and reflecting the number of
division (i.e. Division 6.1).

[Link] Marking and Labelling

It's a shipper's responsibility that each package is properly labelled and marked in
compliance with IATA D.G.R. manual.

It's operator's responsibility to replace, in accordance with the information provided on

the "Shipper's Declaration for Dangerous Goods", labels or markings that have become
lost, detached or illegible during the carriage. This requirement does not apply where
the labels are found to be missing or illegible at time of acceptance.

Where Dangerous Goods are carried on a flight which takes place wholly or partly
outside the territory of a State, labelling and marking must be in the English language
in addition to any other language requirement

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There are two kind of labels:

1) Hazard label (required by utmost Dangerous Goods in all Classes except class
9);
2) Handling label.

Each package of Dangerous Goods shall be labelled as follows:

Proper Shipping Name: name of dangerous item as shown in the alphabetical list of
the D.G.R.;
UN/ID number: four-digit-number, assigned by the UN (UN-n°.)
or IATA (ID-n°);
Name/address of shipper and consignee;
Hazard Label: must comply with label specification;
Specification marking (if UN-specified packaging has been used) identifies the pack-
aging for having been tested according to UN guidelines.

Handling labels are the followings:

"Package Orientation" (This Way Up) labels must be used on combination packaging’s
and over packs containing liquid Dangerous Goods. At least two labels must be
affixed (on opposite sides);
“Cargo Aircraft Only” labels MUST be used on packages containing Dangerous Goods
that are permitted only on cargo aircraft.
Additional markings are provided for:

a) Explosives: net quantity and gross weight of package;

b) Refrigerated liquefied gases: "Keep upright" / "Do not drop - handle with care";
c) Infectious substances: name / phone nr. of a person responsible for shipment;
d) Dry ice: net weight of dry ice within the package;
e) Over packs: total net quantity of Dangerous Goods within the over pack.

[Link] Dangerous Goods Acceptance Checklist

Prior to accept a Dangerous Goods, handling agent must use the acceptance checklist.
The acceptance check list allows to perform a check for all relevant details to verified
before acceptance of a dangerous good

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[Link] Notification to Commander (NOTOC - Special Load Notification to

Captain)

When any Dangerous Goods are to be carried as cargo, the pilot-in command must
receive, in written way, a dedicated form called NOTOC.
Before departure, Commander must check that the NOTOC has been properly fulfilled,
ensuring specifically that:

It is signed either by the Cargo Handling Agent and the Loading Supervisor;
Dangerous good code stated in "IMP code" column is the same stated in load sheet;
Dangerous Goods location, stated in "cargo comp." column, is the same stated in load
sheet;
Verify compatibility of D.G. and Special Loads;
Determine ERG Code on D.G.R.;
Brief CAs;
Sign the form.

Note 1: The Loading supervisor signature means that "There is no evidence that any
damaged or leaking packages containing Dangerous Goods or other special
loads have been loaded on aircraft".
Note 2: “Other Special Loads” boxes are provided to report goods not classified as
Dangerous Goods, but that need to be notified to the Commander (i.e. EAT,
HUM if loaded near DG’s).

[Link] Flight Crew DG’s Acceptance Flow Chart

For a complete check refer to DGR and Shipper’s Declaration (DGD)

Look for the D.G. in D.G.R., chap. 4.2 (blue pages). The proper shipping names are in
alphabetical order and in bold type;
Not all DG require package built under UN packaging specifications (slides, oxygen
bottle, non-spill able battery, “Limited Quantity” Dangerous Goods);
Check the package maximum weight has not been override;

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There are no limits to number of packages per cargo compartment rule dry ice check
the Cargo Agent and Loading Supervisor Signatures Check the Packing Instruction
(yellow pages) Verify data are not referred to cargo aircraft only (CAO).
Keep notice of any SP-Special Provision reported in column M and listed in Chap. 4.4.

9.1.3 Procedures for responding to emergency situations involving Dangerous

Goods

[Link] Check List for Dangerous Goods Incidents Flight Crew

In flight:
Follows the appropriate aircraft emergency procedures for fire or smoke removal.
No Smoking sign on.
Consider landing ASAP.
Consider turning off non-essential electrical power.
Determine source of SMOKE/ FUMES/ FIRE.
For DANGEROUS GOODS INCIDENTS in the passenger cabin, see cabin crew
checklist and co-ordinate cockpit/cabin crew actions.
Determine Emergency Response Guide (ERG) code.
Use guidance from emergency response drills charts to help deal with incidents.
If time available, notify ATC of at least UN number of any Dangerous Goods being
carried.
After landing use Dangerous Goods Emergency Response chart as appropriate.

After landing:
Disembark passengers and crew before opening any cargo compartment doors
Inform Ground personnel/ emergency service of nature of item and where stowed;
Make appropriate entry in ATL

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Cabin Crew

Initial action:
Notify to the Commander; Identify the Item;
In case of Fire:
Use standard procedures/ check use of water. In case of spillage or leakage:
Collect emergency response kit or other useful items; Don rubber gloves and smoke
hood.
Move passengers away from area and distribute wet towels or cloths; Place
Dangerous Goods item in polyethylene bags, Stow polyethylene bags
Treat affected seat cushions/ covers in the same manner as Dangerous Goods item.
Cover spillage on carpet / floor.
Regularly inspect items stowed away and contaminated furnishings.

After landing:
Disembark passengers and crew before opening any cargo compartment door.
Inform ground personnel and emergency services of nature of item and where
stowed; Make appropriate entry in Cabin Service Log.

[Link] Dangerous Goods Incident and Accident Reports

In the event of an aeroplane incident the Company shall provide, on request, any
information required to minimize the hazards created by any Dangerous Goods carried.

Any type of Dangerous Goods incident or accident shall be reported to the Authority,
irrespective of whether the Dangerous Goods are contained in cargo, mail, passenger's
baggage or crew baggage. Also shall be reported to the authority any undeclared or
misdeclared Dangerous Goods discovered in cargo passengers baggage.

The report must reach the Authority within 72 hours of the event unless exceptional
circumstances prevent this. Initial reports may be made by telephone or telefax, which
must be followed by a written report: the report shall contain all data as far as they are
known at the time the report is made. Main points of the report are:

 Date of the accident or incident, or the finding of undeclared or misdeclared

Dangerous Goods.
 Location and flight number.
 Description of the goods.
 Location of the Dangerous Goods (cargo, mail, passengers baggage, crew
baggage);
 Reference number of the air way bill, pouch, baggage tag, ticket.
 Shipping name and UN/ID number.
 Class or division and any subsidiary risk.
 Type of packaging, packaging specification marking; Quantity of involved
Dangerous Goods.
 Name and address of the shipper or passenger; Suspected cause of the
incident or accident; Actions taken.

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 The report must contain name, title, address and contact number of the
person who made the report: copies of the relevant documents should be
attached to the report.

9.1.4 Duties of all personnel involved as per LYCARs and

(refer to “IATA D.G.R. Section 9 Handling”-current edition)

Acceptance staff
 Ensure that the articles or substances are not prohibited for transport by air.
 Seek confirmation from shippers (Shipper's Declaration) about the contents of
any item of cargo when there is suspicion that it may contains Dangerous
Goods (see IATA D.G.R. Section 2.2 limitations-Hidden Dangerous Goods).
 Check for any leakage or damage of the packages/over packs/ freight
containers. Packages/over packs/freight containers showing any leakage or
damage cannot be loaded onboard the aircraft;
 Ascertain the articles or substances are properly identified, classified, packed,
marked, labeled and documented;
 Fulfill Dangerous Goods acceptance checklist.
 Fulfill "Special Load notification to Captain" form (NOTOC).

Load sheet supervisor

Give loading instruction to ramp personnel in order to respect aircraft weight and
balance limits.

Loading personnel:
 Handle (load, stow and handle) packages bearing the packages orientations
"this way up" label at all times in accordance with such label.
 Handle Dangerous Goods packages with care in order to protect them from
accidental damage.
 Check for any leakage or damage of the packages/over packs/ freight
containers. Any packages/over packs/freight containers which appears to be
damaged or leaking, must be removed from the aircraft, or arrangements
made for its removal by an appropriate authority or organization, and safe
disposal arranged.
In the case of leakage must be ensured that all the remainder of the consignment
is undamaged and that no other package has been contaminated.

Note: an airplane which has been contaminated by radioactive materials is

immediately taken out of service and not returned until the radiation level at any
accessible surface and the non-fixed contamination are not more than the
values specified in the IATA DGR current edition.

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Check that Dangerous Goods are secured on board the aircraft's hold, in a manner that
will prevent any movement in flight which would change the orientation of the package.

Once the goods are loaded, the responsible of the loading will sign the NOTOC form
and will give it to the Commander for his signature; the signed form will then be
returned to Load sheet supervisor.

Commander:
 Not accept Dangerous Goods unless they have been properly declared in
NOTOC form
 Check the Dangerous Goods has been loaded in the compartment indicated
on the NOTOC and that are properly labeled and secured

Note: by signing the NOTOC he accepts the Dangerous Goods on board.

In case of Dangerous Goods emergency follow the “Flight crew checklist for Dangerous
Goods incidents” and inform ATC of nature of Dangerous Goods on board. The
information should include UN/ID number, class division and any identified subsid-
iary risks.

Cabin crew:
In case of Dangerous Goods spillage or leakage, inform the Commander and follow
the “Cabin crew checklist for Dangerous Goods incidents”.

9.1.5 Instructions on the carriage of Dangerous Goods by the Company’s

employees

All Company’s employees are subjected to full application of the provision reported in
IATA regulations. (for more information refer to D.G.R. Manual).

9.2 TRANSPORT OF WEAPONS, MUNITIONS OF WAR AND SPORTING

WEAPONS

9.2.1 Carriage of Weapons and Munitions of war

[Link] Definition

Munitions of War is a generic term mainly related to articles of military application,

consisting of all kinds of bombs, grenades, rockets, mines, projectiles and other similar
devices or contrivances.

[Link] Prohibition on carriage of Munitions of war

It is unlawful to carry munitions of war on Libyan registered aircraft without the express
approval of the Ministry of Internal Affairs and Ministry of Transportation (see State and
Operator variations D.G.R. manual).

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Under no circumstances, such items may be carried without a prior approval, which
will apply to a specific single occasion in each case.
In case of such a transport, munitions of war must be stowed in an area of the aircraft
which is inaccessible in flight to any passengers who may be on board. In case of
firearms they must be unloaded.

[Link] Over flight permission

No munitions of war may be carried in or above the territory of any State except by
permission of that State. (Art. 35 of the Chicago Convention).

[Link] Notification to Commander

The Commander must always be notified in writing when any weapons or munitions of
war are to be carried.

9.2.2 Carriage of Weapons and Sporting weapons

[Link] Carriage of Sporting weapons

Firearms that are designed for sporting purposes, i.e. hunting rifles/shot-guns, air guns,
target pistols/ rifles, and their ammunition, are not classified as munitions of war and
may be carried as cargo or baggage provided that they are properly packed, unloaded
and carried in an area of the aircraft which is inaccessible in flight to any passengers
who may be on board.

The Company further requires that sporting guns be, when possible, dismantled or
rendered inoperable (i.e. by having the firing pin removed), and packed in a suitable
case or covering before being placed in the hold.

Ammunition must be securely boxed in compliance with IATA regulations and

quantities must not exceed those laid down in the Excepted Items reported in the
Dangerous Goods Regulations.
The Commander must always be notified in writing when any weapons or other
firearms are carried.

[Link] Carriage of Weapons-Exception

Carriage of weapons are regulated by the D.G.R. manual.

No person is allowed to carry weapons on board, unless:

 Abroad: if permitted by the local laws, people listed below (*) as well as foreign
soldiers and policemen.

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 The Commander must be notified when any exception to the carriage of

weapons is allowed, in order to give him enough time to arrange a briefing to
passenger(s) carrying the weapon(s).

 In case of more armored passengers, the commander shall inform them about
the relative other presence and the seats occupied.

The following list, for sake of brevity and clarity, is in English language

(*) List of persons allowed to carrying weapons on board

TO BE DEFINED WITH LYCAA and Ministry of transportation and Ministry of Internal

Affairs of Libya

The persons listed above must unload the weapon and keep the ammunition in
their custody before entering the aircraft

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Intentionally Left Blank

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10 SECURITY............................................................................................................................................5

10.1 GENERAL INFORMATION .........................................................................................................5

10.1.1 National Security Program...........................................................................................................5

10.1.2 Air Carrier Security Program .......................................................................................................5

10.2 SECURITY INSTRUCTIONS AND GUIDANCE.....................................................................6

10.2.1 Allocation of responsibilities..........................................................................................................6

10.2.2 Unruly / Disruptive passengers...................................................................................................8

[Link] General procedure...................................................................................................................10

[Link] Procedure to be followed in flight (Commander and Crew duty....................................12

[Link] Communication to ATC..........................................................................................................13

[Link] Assistance from crew members and other persons on board.......................................13

[Link] Treatment of the restrained passengers.............................................................................14

[Link] Procedure after landing...........................................................................................................14

[Link] Hand-over to police..................................................................................................................14

[Link] “Unruly/Disruptive passenger” forms....................................................................................14

[Link] Material evidence.....................................................................................................................15

[Link] “Unruly/Disruptive Passenger” Action Matrix...................................................................16

[Link] Unruly/Disruptive Passengers Forms...............................................................................17

[Link].1 First Warning (ARABIC)...................................................................................................17

[Link].2 First Warning (English)......................................................................................................17

[Link].3 Notice of Violation (English)..............................................................................................17

[Link].4 Notice of Violation (ARABIC)...........................................................................................17

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[Link].5 Unruly/Disruptive Passenger Reporting Form (ARABIC).........................................17

[Link].6 Unruly/Disruptive Passenger Reporting Form (English)............................................17

[Link].7 Witness Statement (ARABIC).........................................................................................17

[Link].8 Witness Statement (English)............................................................................................17

10.2.3 Bomb or Sabotage threats........................................................................................................18

[Link] Warnings without indication of a specific target ................................................................18

[Link] Warnings indicating a specific target....................................................................................18

[Link] Cancelation of alarm................................................................................................................23

10.2.4 Hijacking/Unlawful Seizure of an aircraft.................................................................................23

[Link] Hijackers profiles.......................................................................................................................24

[Link] Guidelines in dealing with hijackers .....................................................................................25

[Link] Company’s hijacking procedure...........................................................................................26

[Link] Communication procedures..................................................................................................27

[Link] Libyan Wings response………...........................................................................................28

10.2.5 Reinforced Cockpit Door...........................................................................................................28

[Link] Procedures................................................................................................................................28

10.3 DESCRIPTION OF PREVENTIVE SECURITY MEASURES AND TRAINING…..... 30

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10.3.1 Training..........................................................................................................................................30

10.3.2 Internal communication..............................................................................................................31

10.3.3 Identification badges and access to sterile areas..................................................................31

10.3.4 Crew baggage security..............................................................................................................32

10.3.5 Security Measures in Normal Condition of Risk....................................................................32

[Link] Passengers and baggage ....................................................................................................32

[Link].1 Check-In................................................................................................................................32

[Link].2 Unaccompanied hold baggage.........................................................................................33

[Link].2.1 Unaccompanied baggage sent as cargo.....................................................................34

[Link].2.2 Departing baggage...........................................................................................................34

[Link].2.3 Baggage in transit..............................................................................................................34

[Link].2.4 Protection of hold baggage.............................................................................................35

[Link].0 Passengers and hand baggage screening.....................................................................35

[Link].0 Security measures into the finger and onboard passengers bus………….............36

[Link].0 Items forbidden in passenger cabin..................................................................................36

[Link].0 Carriage of weapons and ammunition following the passenger................................37

[Link].0 Acceptance............................................................................................................................37

[Link].0 Limitations...............................................................................................................................37

[Link].0 Exceptions (armed passengers in cabin)........................................................................37

[Link].0 Check-In procedure...........................................................................................................38

[Link].0 Consignment at arrival airport .........................................................................................38

[Link].0 Security measures for cargo and mail ..........................................................................38

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[Link] Definitions..................................................................................................................................39

[Link].0 Cargo acceptance................................................................................................................39

[Link].0 Cargo screening ...................................................................................................................39

[Link].0 Identity check.........................................................................................................................40

[Link].0 Security checks.....................................................................................................................40

[Link].0 Items exempted from checks.............................................................................................40

[Link].0 Transshipment cargo...........................................................................................................40

[Link].0 Protection of cargo................................................................................................................41

[Link] Diplomatic, Special assistances, Crew members and Ground staff.............................41

[Link] Security measures in condition of risk..................................................................................44

[Link] Security measures for parked aircraft..................................................................................44

[Link].0 General...................................................................................................................................44

[Link].0 Visual Inspections ................................................................................................................46

[Link].1 General...................................................................................................................................46

[Link].2 Inspection Check List Type “A”..........................................................................................47

[Link].3 Inspection Check List Type “B”..........................................................................................47

[Link].0 Aircraft security sealing procedure.....................................................................................47

[Link].1 Security Seals Recording Form.........................................................................................49

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10 SECURITY

10.1 GENERAL INFORMATION

 The international and domestic legislations regarding the Security are the

followings: Tokyo Convention September 14th,1963.

 Convention of Montreal September
23rd,1970.
 Convention of Aria December
12th,1970.
 ICAO Annex 17 - Security: Safeguarding International Civil Aviation Against
Acts of Unlawful Interference.
 ECAC - CEAC Doc 30, Part II: ECAC Policy Statement in the Field of Civil
Aviation Security. And Standard Air Carrier Security Program Libyan Civil
Aviation Law

In Libya, the competent Authority for coordinating the air traffic Security measures on
the national airports is LYCAA, Ministry of Internal Affairs and Ministry of
Transportation of Libya which operates with the aim of assuring the safety of
passengers, crews, airports personnel and airports infrastructures and facilities.

Local Security problems are under the responsibility of the related Airport General
Manager supported by the “Airport Security Committee” (ASC) which examines and
put into place the airport security measures.

10.1.1 National Security Program

It has been divided in three parts:

Part 1 – Introduction;
Part 2 - Companies Security Programs;
Part 3 - Security Measures.

10.1.2 Air Carrier Security Program

According to Libyan Standard Air Carrier Security Program the Company has
established a Company Security Program which is approved by LYCAA . This
document is a basic document which obliges the Company to implement certain
regulations in its own Standard Air Carrier Security Program. As a general rule the
commitments taken by the Company in the Security Program regarding:

 The Security measures in normal conditions;

 The Security measures in conditions of risk or threat; The Security training.

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 The text and rules written below are in accordance with the above
mentioned regulations and documents.

All flight and Cabin Crew Members must take in due consideration that in many states
the aviation security measures are intensified and that the baggage, cargo, mail and
personal security measures and checks are usual.

10.2 SECURITY INSTRUCTIONS AND GUIDANCE

10.2.1 Allocation of responsibilities

The responsibility to comply with the company security directives and procedures is
delegated to local company representative (or other companies’ representatives,
where other agents fulfill, on a contract basis, the services of handling, check-in etc. on
behalf of the Company). The person responsible for the assurance that company and
local security measures and procedures are compiled is the local representative.

Chief Security Officer

The Libyan Wings Security Manager is [Link] Almeselati ..........

The Chief Security Officer will:

 Conduct an initial and comprehensive survey of the Company’s facilities,
equipment and activities. Develop or modify the Company security program to
correct deficiencies and to be in accordance with all the requirements and
those of States into which the Company’s aircrafts operate; acting on behalf
of the Accountable Manager in matter of security, he has the faculty to ask
directly to the interested Post Holder to improve security procedures related to
his area.

 Ensure that the written security program is current and has been approved by
the Accountable Manager and by LYCAA
 Ensure the continuing effectiveness of the security program by regular
evaluations and inspections, and by encouraging internal security audit
processes.
 Establish and maintain effective liaison with the airport authority and other
appropriate authorities responsible for police functions.
 Ensure a thorough and efficient screening of all passengers and baggage at
each air- port where the operator is assigned his function Promote security
awareness and vigilance.
 Ensure adequate training of passenger screening personnel and all others
having security responsibilities.

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 Ensure an effective threat/occurrence response capability;

 Initiate special security measures during periods of increased risk and/or for
critical flights and routes.
 Be familiar with applicable legislation and regulations relating to aviation
security in the geographic areas served by the airline.
 Maintain a record of all unauthorized weapons or sabotage devices detected
on the Company fleet.
 Report all actual or suspected acts of unlawful interference with aircraft
operations to the appropriate Authority.

Local Security Officers

The Company Local Security Officers are TBD

The Local Security Officers have the responsibility to:

 Submit to the "Chief Security Officer" proposals to develop or modify the security
Plan in order to correct deficiencies and to ensure conformities with regulatory
requirements.
 Establish and maintain effective liaison with the airport Authorities and other
appropriate Authorities responsible for security function.
 Ensure that the handling agents and the catering agents apply the security
controls at airports served by Company’s aircraft in accordance with the law
(access control to aircraft and maintenance facilities, reconciliation of
passengers and baggage, in- spection of aircraft, control of catering supplies
and control of air cargo. Access on board the aircraft is only granted to
authorized maintenance and ramp personnel (cleaning, catering, ramp) on
duty, provided they show a personal identifying badge. In exceptional cases,
Station Manager, or his delegate, can authorize access on board the aircraft to
persons other than the up mentioned).
 Promote security awareness and vigilance of the carrier's personnel and
agents (after having informed the Chief Security Officer).
 Ensure that the personnel in charge to perform security controls is duly trained;
Coordinate, with the Chief Security Officer, the capability of the air carrier to
respond to increased threat situations and emergencies.
 Initiate, in accordance with the Chief Security Officer and local security
Authorities, special security controls during period of increased threat or with
respect to high risk flights
 Be familiar with applicable legislation and regulations relating to aviation
security; Maintain a record of all relevant security-related incidents and all
actual or attempted acts of unlawful interference with aircraft operations, and
report such incident to the Authority and to the Chief Security Officer.

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10.2.2 Unruly / Disruptive passengers

The following offers guidance on the procedures to be followed when dealing with un-
ruly passengers and describes the powers given to the Commander of an aircraft by
the Tokyo Convention, regarding offences and certain other acts committed on board
the aircraft.

Definition of «Flight» For the purposes of these guidelines, «flight» and «in-
flight» refer to the period from the moment when the external doors of the aircraft
are closed following embarkation for a flight, to the moment when any such door is
opened for disembarkation at the end of the flight.

Commander's Authority Under the Tokyo Convention

If the Commander of an aircraft in flight, wherever it may be, has reasonable grounds
for believing that any person on board his aircraft has done, or is about to do, anything
that may jeopardize the safety of the aircraft or persons or property on board, or a good
order and discipline on board, then the Commander is entitled to take all reasonable
measures to protect the safety of the aircraft, persons and property on board and to
maintain a good order and discipline; he has also the power to disembark the unruly
persons.

These reasonable measures may include restraining the unruly or violent persons,
however the commands should ensure that only such force as is reasonably necessary
is used. The same principle applies if the Commander has reasonable grounds for
believing that any person has done any act on the aircraft in flight that, in the opinion
of the Commander, is a serious offence under the law in force in the country of
registration of the aircraft.
The Commander may take all reasonable measures, including the restraint of the
person, to enable the person to be delivered into the custody of the authority, or to
corresponding competent authorities if the aircraft lands in a country that is a party to
the Tokyo Convention.
Immunity Under the Tokyo Convention
The Convention provides that in respect of actions taken in accordance with it, none of
the following persons:

 The aircraft’s Commander,

 Any other member of the crew
 Any passenger,
 The owner or the aircraft’s Company, shall be liable to conviction in any
criminal proceedings or in any civil action.

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States Party to the Tokyo Convention

Afghanistan - Albania - Algeria - Angola - Antigua and Barbuda - Argentina - Armenia

- Australia - Austria Azerbaijan - Bahamas - Bahrain - Bangladesh - Barbados - Belarus
- Belgium - Belize Benin - Bhutan Bolivia - Bosnia and Herzegovina - Botswana - Brazil
- Brunei - Darussalam - Bulgaria - Burkina - Faso Burundi - Cambodia - Cameroon -
Canada - Cape Verde - Central African Republic - Chad - Chile - China - Colombia -
Comoros Congo - Costa Rica - Côte d'Ivoire - Croatia - Cuba - Cyprus - Czech Republic
Democratic - People' Republic of Korea - Democratic Republic of the Congo - Denmark
- Djibouti - Dominican Republic - Ecuador - Egypt - El Salvador - Equatorial Guinea -
Estonia - Ethiopia - Fiji - Finland - France - Gabon - Gambia - Georgia - Germany -
Ghana - Greece - Grenada – Guatemala-Guinea - Guyana - Haiti - Holy See -
Honduras - Hungary - Iceland - India - Indonesia- Iran - Iraq -Ireland - Libyan – Libya -
Jamaica - Japan - Jordan - Kazakhstan - Kenya - Kuwait - Kyrgyzstan - Lao People's -
Democratic Republic - Latvia - Lebanon - Lesotho - Liberia - Libyan Arab - Jamahiriya
Liechtenstein - Lithuania - Luxembourg - Madagascar - Malawi - Malaysia - Maldives -
Mali - Malta - Marshall - Islands - Mauritania - Mauritius - Mexico - Monaco -
Mongolia - Morocco – Mozambique - Myanmar - Nauru - Nepal - Netherlands - New
Zealand - Nicaragua - Niger - Nigeria - Norway - Oman - Pakistan - Palau - Panama -
Papua - New Guinea - Paraguay – Peru - Philippines - Poland - Portugal - Qatar -
Republic of Korea - Republic of Moldova - Romania – Russian-Federation -
Rwanda - Saint Lucia - Saint Vincent and the Grenadines - Samoa - Saudi Arabia -
Senegal - Serbia and Montenegro - Seychelles - Sierra Leone - Singapore - Slovakia
Slovenia - Solomon Islands - South Africa - Spain - Sri Lanka - Sudan -
Suriname - Swaziland - Sweden - Switzerland - Syrian - Arab Republic - Tajikistan
- Thailand - The former Yugoslav Republic of Macedonia - Togo - Tonga - Trinidad
and Tobago - Tunisia - Turkey - Turkmenistan - Uganda - Ukraine - United Arab
Emirates - United Kingdom - United Republic of Tanzania - United States - Uruguay -
Uzbekistan - Vanuatu - Venezuela - Viet Nam - Yemen - Zambia - Zimbabwe

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[Link] General procedure

The Commander has no power if the person become unruly or offensive after the doors
have been opened for disembarkation at the end of the flight.

In such a case the Commander should directly seek police assistance.

Nonetheless, if the aircraft was in Libyan at that time, the general provisions of Libyan
law with regard to individuals acting in self-defense or in the prevention of a crime
would apply (while it cannot be said with absolute certainty that these or similar
provisions exist in the laws of every country in the world, they will be found to exist in
most).

During flight, police assistance should be requested through ATC, with a notice of the
Commander's intentions, e.g. to disembark and/or to deliver the individual into custody.
The incident should in any event be reported to Libyan Authority on return to Libyan,
so that the offence may be investigated if and when the offender returns to Libyan.
Since the jurisdiction, in respect of offences committed on board of Libyan controlled
aircrafts, remains with the Libyan authorities, the originals of the written notes referred
to the above should be given to Libyan Authority rather than to foreign police. The
Commander should make and retain copies of these reports. A violent or unruly
passenger may be disembarked in any country in which the aircraft lands, irrespective
of the nationality of the passenger.

However, it should be remembered that only those countries which are party to the
Tokyo Convention have given a positive undertaking that they will permit such
disembarkation (see the list of the “States Party to the Tokyo Convention”). The
Commander must report any disembarkation, and the reasons of it, to the appropriate
authority in the country of disembarkation.

If the Commander, having taken all reasonable steps, is unable to make the report,
then a senior member of the airport or Company staff should be asked to ensure that
the report will be made.

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If the Commander believes that the passenger has committed some serious offence
he may deliver him to a person having similar functions to those of the Airport Director
or Immigration Officer at the foreign airport.
Again, the Commander must give notice of such delivery, and the reasons for it, to the
police constable, immigration officer or corresponding official.

If the Commander fails, without reasonable cause, to comply with these requirements
for the notification of disembarkation or delivery, he may be guilty of an offence under
national and international regulations.

A complete report of the incident must be given in the “Unruly/Disruptive Passenger”

form immediately on return to base.

Note: consider the opportunity to advise the local «Consul of Libyan».

LEVEL OF UNRULY BEHAVIOUR

The unruly behavior has been divided into three levels:

Level 1
Initial occurrences of unruly behavior;
Usually there is an explanation for this behavior, i.e. delayed flight, overbooking, etc.
Using normal interaction the passenger discontinues his unruly behavior.

Level 2
Continuation of Level 1 unruly behavior;
 Any passenger apparently under the influence of intoxicating substances or
seemingly of unsound mind.
 Any unruly behavior for which no reasonable explanation exists and normal
interaction has no result. Verbal address and/or presentation of “Notice of
violation” discontinues unruly behavior.

Level 3
Continuation of Level 2 unruly behavior:
 An incident which escalates to a serious concern for the safety of the flight.
 A criminal act which may require law enforcement investigation and/or possible
arrest; Any disturbance which involves one or more of the following points:
 Damage to company property.
 Physical contact with violent intention (pushing, hitting, etc.); Unauthorized
possession of weapons or contraband.
 Any breach of security (bomb threat, hijacking).
 Anytime the Commander has to leave the cockpit to manage security
troubles arisen by a passenger.

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 Anytime the Commander has to leave the cockpit to manage security

troubles arisen by a passenger;

[Link] Procedure to be followed in flight (Commander and Crew duties)

Level 1
The SCCM must, as far as practicable, try to understand reasons behind the unruly
behavior of the passenger. Probable causes of the behavior are personal stress due to
overbooking, too prolonged time with no smoking, flight delays, a seating space
available relatively o effectively felt by the passenger as little etc.

The SCCM must interact with the passenger in order to drive him to discontinue his
unruly behavior. Level 1 is critical since it may deteriorate to level 2. If deemed
necessary crew will hand over to the “unruly/disruptive” passenger a copy of the
“Behavior’s Rules and Useful Information for the Passengers” form.

Level 2
In order to cease the violation, the Commander may delegate SCCM to give to the
unruly passenger a “Notice of Violation” form. The notification of violation shall be done
preferably by more than one crew member and the Commander shall fulfill the
“Unruly/Disruptive Passenger” form.

Level 3
In this case the Commander, starting from the information given by the SCCM, shall
evaluate the need to restrain the unruly passenger, using the constraint KIT. The
SCCM, acting on behalf of the Commander, shall verify presence of policemen on
board to whom it shall be left any course of action for the problem resolution.
If the passenger doesn’t discontinue his unruly or dangerous behavior and the
Commander deems it necessary for maintaining flight safety, he may decide to
Divert an land at an airport different from the destination airport, giving
information to ATC. Ask for the presence of police at the diversion airport (see
“Communication to ATC”).

SCCM, acting on behalf of the Commander, shall use the aid of other cabin crew on
board and in case of need also, always on behalf of the commander, may accept
assistance of other persons on board (it may not ordered to passenger, aid can be
accepted), in order to anticipate any acts from passenger that may infringe the safety
of the flight and the security of other passengers and crew (see point “Assistance from
Crew Members and Other Persons on Board). Upon Libyan Law, in restraining of an
unruly passenger it must be ensured that only a force reasonably necessary is used.
The Commander or a crew member who in restraining a passengers exceed in the use
of the force is liable of “misuse of authority”.

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The Commander shall fulfill the form “Unruly/Disruptive Passenger”, taking also written
report by other witness (crew or passengers).

[Link] Communication to ATC

The Commander shall contact the ATC giving the following information: Aircraft
position and time in which the violation has been arisen by the unruly passenger.
Interested persons; Name of the unruly passenger and his seat.

Note: Commander may delegate the SCCM to ask the identity to the unruly
passenger. In case the unruly passenger refuse to give his identity, it may
be possible to get it reading it in the passenger’s ticket. It is not allowed
to perquisite the passenger.

Description of the violation (i.e.: physical assault either armed or not, passenger under
drugs or alcohol effects, etc.).Notice of the Commander's intentions, e.g. to disembark
and or to deliver the individual into custody.

[Link] Assistance from crew members and other persons on board

To enable him to take the reasonable measures referred to, in the paragraphs
above, dealing with the authority, the Commander may order or authorize the
assistance of any other member of the crew and request or authorize the assistance
of any other person on board the aircraft.

Any member of the crew of an aircraft in flight or any other person on board, may,
without being ordered, authorized or requested by the Commander, take any
reasonable measures which he has reasonable grounds for believing to be
immediately necessary to protect the safety of the aircraft or of persons or property
therein.
Note that these powers which crew members and other persons on board may exercise
without reference to the Commander are limited to actions which are urgently required
in the interests of safety and do not extend to the maintenance of good order and
discipline.

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[Link] Treatment of the restrained passengers

The restrained passenger:

 Shall not be isolated nor personally searched

 Shall remain restrained up to the landing at the next airport, except in the
following cases.
 When the landing airport is located in a State not party to the Tokyo Convention
(see “States Party to the Tokyo Convention”) and the authority refuse the
“unruly/disruptive” passenger disembarking or when the flight must continue in
order to hand over the passenger top other authority.
 When the aircraft lands at an emergency airport and the Commander cannot
hand over the passenger to the Authority;
 When the restrained passenger has got interest in prosecuting the trip in that
condition.

[Link] Procedure after landing

On ground, the Commander shall order to the passenger to remain seated up to new
orders; once the a/c doors have been opened, SCCM shall accompany the police
where the unruly passenger is seated.

[Link] Hand-over to police

When police assistance arrives at the aircraft, the Commander should communicate
with them using a form of words which approximates to the following:

“It is alleged that an incident has occurred on this flight threatening the safety or good
order and discipline of the flight and I wish you to investigate it”; “The following were
present at the incident”.

The Commander should also make available to the police copies of the written notes
and details from the witnesses, retaining the originals.

[Link] “Unruly/Disruptive passenger” forms

In case of LEVEL II or III unruly passengers, the Commander shall fulfill the form
“Unruly/Disruptive Passenger”, specifying name of all persons interested in the event,
names of the witnesses, name of the unruly passenger and, as far as possible, a

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precise narration adherent strictly to the facts and with no personal opinion and
assumption. Other crew member(s) on the aircraft who actually witness the incident
shall make a written note (to be enclosed to the “Unruly/Disruptive Passenger” form
fulfilled by the Commander) at the time of the incident, or as soon as possible
thereafter, about to what happened, what was said and by whom.

Such crew members should identify themselves and provide their contact details for
future use.

Those involved should be clearly identified, not only by the names and addresses but
also, if possible, by the identification of the seats. This note must be preserved for
possible use in future proceedings. Whenever possible, the names and addresses of
passengers who would be willing to act as independent witnesses of the incident
should be obtained.

The person in charge of the passenger list should also ensure that this list, including
references to seat rows and numbers, is preserved; this will assist the police in
identifying the location of witnesses in relation to the offending passenger.

[Link] Material evidence

All material evidence related to the violation (i.e.: knife, gun, dangerous good) shall be
collected and kept under custody in order to be handed over to the police.

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[Link] “Unruly/Disruptive Passenger” Action Matrix

Unruly/Disruptive Passenger” Action Matrix

Actions LEVEL I LEVEL II LEVEL III

Unruly behavior that Aggressive behav- Aggressive behavior

↓ Phase of flight may be restored to ior that difficultly legally prosecutable
normality may be restored to
normality

Evaluate the opportunity Hand over to the unruly Deny of boarding.

either to accept or refuse passenger the "First Report to police.
boarding of the warning" form and de- Collect information from
passenger (baggage left witnesses.
cide weather if board
in std-by).
the unruly passenger or
not.

In case of boarding:

AT GATE brief the unruly pax

about behaviour to
(Company/Handler be held
) inform the crew
In case of boarding de-
nied inform the police.

Preventive measures in case of boarding:

Unruly passenger and his baggage shall be accu-
rately screened.
Unruly passenger shall be boarded first or after all
other passenger.
Assign seat not adjacent to emergency exits or
aisle.
Make available the Constraint Kit.

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Hand over the "First Use of Constraint Kit.

IN-FLIGHT Hand over "First warn- warning" form and if Report to the police.
ing" form to the unruly needed "Notice of vio-
(Crew) passenger lation" form, then, after
landing, report to Police

Evaluate the Report to the Police.

opportunity of: Involved Personnel
Report to Police evaluate the op-
POST-FLIGHT Hand over "First warn- Legally pursue the un- portunity of report
ing" form to the unruly ruly passenger re- to police.
sponsible for dam- Legally pursue the un-
(Company/Handler) passenger
age ruly passenger re-
sponsible for dam-
age

[Link] Unruly/Disruptive Passengers Forms

The Unruly/Disruptive Passengers forms are the followings:

[Link].1 First Warning (ARABIC ).

[Link].2 First Warning ( English ).

[Link].3 Notice of Violation ( English ).

[Link].4 Notice of Violation ( ARABIC ).

[Link].5 Unruly/Disruptive Passenger Reporting Form (ARABIC ).

[Link].6 Unruly/Disruptive Passenger Reporting Form (English ).

[Link].7 Witnesses Statement of ( ARABIC ).

[Link].8 Witnesses Statement of ( English ).

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10.2.3 Bomb or Sabotage threats

Any information or warning about an attempt upon the safety of an airplane by

explosive or other means must immediately be reported to the station manager or his
deputy, who will immediately contact the OCC and local security staff and transfer the
information to the Commander. The OCC will immediately apply the prescribed
security procedures, while the local security staff will implement security measures
according to National Aviation Security Program.

At airports where the Company is not represented through own personnel, the
Commander shall be responsible to direct and supervise the necessary security
measures. Taking into account the nature of the threat, the prevailing local conditions
and the extent of security already in operation, the following guidelines are provided
for Commanders. Any or all of the steps should be taken as appropriate.

[Link] Warnings without indication of a specific target

In the case of warnings not indicating a specific airplane or route it is necessary to

ascertain more details about the warning by assuring the informant that all information
will be treated strictly confidential.
If no details can be ascertained no measures are to be initiated but the information
shall immediately be reported to the Operation Control Centre and to the Company’s
Chief Security Officer.

[Link] Warnings indicating a specific target

Airplane on ground Notification

The Operations Control Centre, as soon as it is informed, will immediately initiate the
alarm by informing all persons, departments, offices and Authorities as listed in the
“Crisis Manual”, as well as the local police, LYCAA , and the Company’s Chief
Security Officer, in order to assess the warning or threat.

Passengers

Passengers shall disembark immediately, taken their entire cabin baggage with them.
An evacuation of the airplane will only be initiated if deemed necessary on account of
the prevailing circumstances and only after the Commander final decision.

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Positioning of the Airplane

The competent Authority will assign the parking position to be used by the threatened
airplane: this will generally be an isolated parking position designated for that purpose.
The respective airport handling company is responsible to tow the airplane to the
designated parking position, but in the case of a warning being received while the
airplane is taxiing, the Commander is responsible to take the airplane to the designated
parking position.

Note: the airplane is considered to be operating when the crew is on board and the
doors are closed.

Checked (Hold) Baggage/Crew Baggage

All checked baggage and the crew baggage should immediately be unloaded by
personnel usually performing this duty and shall, if special circumstances do no render
it inadvisable, be identified by the owners. Baggage which cannot be identified shall
be isolated and handed over to the police.

Cargo and Mail

Cargo and Mail shall be unloaded by personnel usually performing this duty or by other
personnel specifically charged with this duty in this particular circumstance. The entire
cargo must be retained and may only be released for further transportation after the
scheduled time of arrival of the flight concerned at the final destination.

Airplane searching & checking

According to the local Air Traffic Law the police is responsible, on behalf of the
Aeronautical Authority of the State concerned, to order and carry out suitable
measures (examination of the airplane) against acts of sabotage.
According to the local Air Traffic Law the Company shall permit the examination and,
if so requested, to assist with its own personnel; whenever technical areas of the
airplane are to be included in the search, a station engineer should be entrusted to do
that; for the stations without a designated station engineer the Company’s
maintenance department may, if necessary, be consulted. The Commander must be
informed as early as possible about the nature and extent of the planned measures.

The searching & checking shall be performed in accordance with the “Bomb Threat”
checklist carried on board which, if required, shall be handed over to the government
officials concerned.

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If the time of the occurrence is included in the warning and the remaining time is
insufficient to search the airplane, the examination shall only start after the time
specified. If a suspicious object is found the examination with Company’s personnel
shall immediately be discontinued and the appropriate authority immediately be
informed; such Authority is responsible for all further instructions and action to be
taken.

Obligation to inform the Company’s staff

As far as the activities outlined above require assistance of Company’s staff, the
supervisors of the offices/departments concerned shall be informed by the station
manager or the commander, about all known details associated with the bomb scare:
each supervisor shall then pass this information on to the staff engaged in the
performance of the measures described in this chapter.

Exceptional circumstances

If no qualified ground personnel is available the Commander shall decide upon further
actions, also considering the necessity of an examination performed by the crew if this
course of action will result in higher degree of safety.
If the Company crew/maintenance do the security check, it must conform with the:
Company “Bomb Search Check List.”

The Security Department, OCC and the Commander may in particular cases, also in
deviation from the assessment of the warning by the appropriate authorities and the
relevant decisions taken, demand additional measures to be performed; the rights of
the Company’s personnel as outlined in this chapter may, however, not be infringed.

Actions in response to bomb warnings against aircraft on ground

When a bomb warning is associated with an aircraft on the ground, and once the
warnings have been assessed, the following actions should be considered by the
company’s representative (and where appropriate by the Commander) in agreement
with Airport Authorities: Disembark passengers and crew with all hand baggage by
steps or jetties. (escape slides should only be used in extreme emergencies).
Remove the aircraft to a remote location; Unload baggage, cargo and mail Search in
the aircraft: Require passengers to identify their baggage, which may then be
screened or searched before it is reloaded. Check the integrity of catering supplies
Reload and baggage, cargo and mail only if they have been in custody for 24 hours or
they have been screened and searched.

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Airplane in flight Notification

The Operations Control Centre, as soon as it is informed, will immediately initiate the
alarm by informing all persons, departments, offices and Authorities as listed in the
“Crisis Manual”, as well as the local police, LYCAA , and the G.O.P.H., in order to
assess the warning or threat.

Actions to be taken

The Commander initiates, with due regard to the circumstances, a bomb search and
the removal of the explosive device in accordance with the instructions given by the
competent organizational unit on the ground and the guide lines of the “Bomb-Search”
and the “Sabotage Threat” check lists; if the explosive device cannot be found or
removed, the Company’s representative, or in his absence the handling agent at the
airport of intended landing, shall be informed.

He will immediately prepare the initiation of the security measures mentioned in the
point “Airplane on ground” above. If the Company is not represented at the airport by
an own office or a handling agent under contract, necessary measures shall be
initiated through the airport management.

Libyan Wings procedures Actions in response to bomb warning against aircraft

in flight

1. When a bomb warning is associated with an aircraft in flight, and once the warning
has been assessed, the airline operator or his agent should consider contacting the
air- craft commander, directly or through the air traffic control service, to provide
him with information about the warning and about how to respond. On receipt of
the information, the commander should require a discreet search of the aircraft,
in so far as this is possible in flight.

2. When, having received a bomb warning, an airline operator or an aircraft

commander thinks it unlikely that there is a bomb on board the aircraft but wish to
be prudent- before committing, for example, to a longer flight, the aircraft should
be diverted to an airfield at which it can land safely. Once it has landed,
consideration should be given to taking the required security measures.

3. When an aircraft Commander has reasonable grounds for believing that there is
a bomb on board his aircraft, he should consider the potential effects of an
explosion on board the aircraft, on people on the ground particularly within densely
populated areas. He should be guided by the following.

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An emergency should be declared stating the nature of the emergency, and the
aircraft should be diverted to the nearest airfield at which it can land safely.
The aircraft should be flown to the nearest suitable airport avoiding densely
populated area.
4. When the aircraft is making an approach to land over a densely populated area,
it should be permitted to land at that airport in accordance with current emergency
procedure If an immediate landing cannot be made, consideration should be given
to seeking expert advice by communicating with ATC; the Commander may also
consider making discreet inquiries to establish whether any passenger has bomb
or ex- plosive expertise avoiding of alarming other passengers. In addition to the
advice in paragraph 3 above, if a suspicious item is found on board an aircraft, the
Commander may direct that: It should not be moved, touched or opened.
Passengers should be moved as far away as possible and instructed to keep their
heads below the tops of the seat backs; Portable oxygen should be removed from
the vicinity and First Aid Kit and Fire extinguishers should be read LWA
available.
5. If an immediate landing can be made, the item should be left in place, covered
with polythene and then packed around with pillows, blankets, coats and other
blast absorbent materials (the item itself must be kept dry hence the polythene but
surrounding materials should be wet in order to reduce the risk of fire).
6. If an immediate landing cannot be made, the Commander should take expert
advice in paragraph (3) d) above and consider moving the item if its position poses
a real threat to the aircraft.
7. It is most unlikely that a bomb on an aircraft will be fitted with any anti-handling or
anti-penetrating system. Nevertheless, if it is to be moved. It should not be
opened.

A check should be made to ensure that it is free to move It should be moved gently
and kept in the same attitude in which it was found; It should be placed, in the
same attitude, in the place indicated in the “Sabotage Threat” emergency
procedure reported in the OM Part B, packed around as described at
paragraph (5) above, and suitably restrained against movement during flight or
during deceleration or landing.

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If no suspicious item has been found and an immediate landing cannot be made,
the commander should consider the following:
Although a bomb warning may have been received, the likelihood of an explosive device
being on board is low; the aircraft should be flown as usually as possible, striking a
balance between the need for a rapid landing and the risk arising from undue haste:

b) Choice of airfield should take into account landing performance

requirements, approach aids, emergency facilities and the proximity of
approach paths to densely populated areas.
c) Keep air traffic control fully briefed on flight intentions so that appropriate
ground measures can be initiated at the airfield of intended landing.
d) Brief Cabin Crew to be prepared for possible emergency landing.
e) Prepare for possible use of crew oxygen masks and smoke hood.
f) If operationally possible, reduce the cabin differential pressure to zero by
descending the aircraft to the cabin altitude. Maintain the present cabin
altitude until top of descent and, when the Minimum Safe Altitude (MSA)
and range considerations permit, descent to below 10,000 feet.
g) Minimize maneuvers and try to avoid turbulence.
h) Consider carefully the choice between flying fast to minimize airborne time
and flying softly to minimize air loads and damage in the event of fuselage
rupture; in most cases the turbulent air penetration speed will be a
reasonable compromise.
i) Consider establishing landing configuration as soon as possible.
j) On contacting the airfield of landing, request details of remote parking
requirements, an immediate availability of passenger steps if needed and
the need to remove passengers from the vicinity of the aircraft to at least
200 m in an upwind direction as quickly as possible.

Decision affecting resumption of the aircraft's operations are the responsibility of the
Libyan Wings .
[Link] Cancellation of alarm

The station manager will release the airplane to continue its flight after the search has
ended without findings. All persons, organizational units and agencies to which the
bomb threat was announced shall be informed immediately about the cancellation of
the alarm.

10.2.4 Hijacking/Unlawful Seizure of an aircraft

As the circumstances surrounding a hijacking/unlawful seizure of an aircraft are highly

variable it is not possible to provide specific information to flight crews. However, the
safety of the aircraft and its occupants must be the paramount consideration and any
occurrence must be dealt with in accordance with the Commander's judgment of the
prevailing circumstances.

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Unlawful seizure or interference with an aircraft in service is a crime wherever it occurs

and will be dealt with by the police or security forces in the same manner as any crime
of violence.

Commander should take into account that the police or security forces have the power
of arrest and entry on premises and property without warrant, and that they will begin
to exercise their power and 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.

[Link] Hijackers profiles

The profile of a hijacker can be classified into five broad categories:

Common criminals.
Emotionally disturbed
persons. Refugees.
Common terrorists.
Suicide terrorists (kamikaze).

Common criminals
Persons who act to extort money, or to free prisoners or to avoid a sentence or an
extradition. They are often armed and resolute.
Emotionally disturbed persons
Persons who act under the influence of a maniacal depression or schizophrenia; they
are very dangerous and shall be treated very tactfully.

Refugees
Persons who escape from a repressive regime; they generally respect their own life
and that of the other people.

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Common terrorists
Persons who belong to military LWA organized structures and that are motivated and
well trained.
They don’t respect the life of other persons and postpone their own life to the
achievement of the aim of their mission.
Since aircraft and hostages are usually considered as a mean of exchange there can
be space to mediate.

Suicide terrorists (kamikaze)

They are similar to common terrorists but, since they do not consider hostages and
aircraft as a mean of exchange, there is no possibility of mediation.

[Link] Guidelines in dealing with hijackers

If information is received that a suspected or declared hijacker is on board before take-

off, the aircraft should be returned to the terminal.
The crew will not attempt to evaluate or search suspicious persons as this will be done
by trained security personnel.
Once the hijacker has made his intentions known the flight attendants should Endeavour
to keep him from entering the cockpit.
The reinforced cockpit door must remain closed and locked and one cabin crew member
should immediately advise the Commander on the interphone system of a hijacker(s)
presence in the cabin by using the words "Captain I must come to the cockpit
immediately".

If the hijacker(s) is in the cockpit, crew should Endeavour to communicate the situation
to ATC.

Generally, hijackers are aware of the need for communication although they may be
suspicious and demand that communications are monitored. He should be informed
that no resistance will be offered, although he should be instructed not to touch any
aircraft controls, systems or instruments. If the hijacker(s) requests are unreasonable
and will place the flight in danger the consequences of such actions should be explained
in a manner which does not aggravate the situation.

Full account should be taken of the probability of the hijacker(s) being in a highly
emotional state of mind. Pilots are advised to refrain from unnecessary conversation or
actions which may irritate the hijacker(s).
The Commander should Endeavour to land the aircraft using the pretext of fuel, weather,
etc., as a reason.

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Crew members should not disagree with the hijacker(s); rather every Endeavour should
be made to relieve his anxiety in order to maintain an effective dialogue.
It is important to try and establish that the hijacker(s) does in fact have a weapon. Some
hijackings have been attempted without a weapon.

Crew members should not attempt to use force unless it is certain that such action will
be successful.

After landing the Commander should attempt to stall for time and try to negotiate the
disembarkation of the passengers and flight attendants.

[Link] Libyan Wings hijacking procedure

In case of hijacking the crew must act according to the following rules:
 One member of the crew should act as the principal point of communication
with the hijackers, to assist in establishing a rapport with them; the hijacker
should be kept out of the cockpit, but if the cockpit is violated the
Commander becomes the mediator and should attempt to persuade the
hijackers to leave the flight deck, in the interests of flight safety, particularly
when landing.
 Respond to hijack calmly and, if possible, apply themselves to the safe
operation of the aircraft and the comfort of passengers.
 If possible inform ground control that a hijack has occurred and select mode
7500 on transponder.
 Avoid using forces unless:
There is no alternative for the safe of the flight.
The hijacker(s) weapons are obvious fakes.

Note: the Tokyo Convention provides for aircraft commander to request

passengers to assist in restraining offenders.

 Comply with hijacker(s) instructions if these are compatible with aircraft

safety; Accept ATC instructions.
 Endeavour to land the aircraft as soon as possible.
 Demonstrate that all flight crew members are necessary for the safe operation
of the aircraft encourage the hijackers to make decisions in order to tax their
energy and to avoid punishment in the case a crew suggestion is perceived
as a trick.
 Maintain a normal behavior with passengers (alcoholic drinks should not be
dispensed and the consumption of such drinks in the possession of
passengers should be discouraged).

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 Negotiate with the hijacker(s) to obtain the permission to use the toilets and
to distribute water and food; if necessary ration water and food available on
board.
 Avoid discussions with hijackers on politics or the credibility of their
motives; communications should be centered on the safety of the aircraft and
on the wellbeing of passengers and crew.
 After landing accept taxiing instructions to unfamiliar areas of the airport and
if possible leave the a/c with electrical feeding and air conditioning.
 Advice hijackers to accept fixed (secure) landline communications with the
aircraft.
 Encourage the hijacker(s) to speak directly to the authorities on the ground
rather than through the crew.
 Endeavour to establish the number of hijackers and their weapons and
discreetly attempt to pass this information and any other relevant detail to
the authorities without endangering their personal safety or that of the
passengers and crew.
 Propose the release of so many passengers as possible, especially the sick,
elderly and children;
 Attempt to escape from the aircraft when this can be achieved without
undue risk and it not likely to result in repercussions to their hostages.
 Inform the hijackers of any aircraft un-serviceability or crew sickness or
state of exhaustion, as a mean of encouraging acceptance of another
aircraft or replacement crew.

[Link] Communication procedures

Where possible an attempt should be made to transmit to ATC a description of the

hijacking/unlawful seizure of the aircraft. ATC will maintain normal responses to the
aircraft without any reference to the emergency and will immediately activate the
appropriate emergency procedures. When circumstances prevent clear and concise
radio transmissions, if possible, the following discrete communications
message/procedure may be used.
VHF communication

Captain: ensure the captain's speaker is off, use his headset and monitor emergency
frequency 121.5 on N°2 transceiver.

F/O: monitor ATC on N°1 transceiver; ensure the first officer's speaker is on to
give the hijacker the impression that he is receiving all communications.

Transponder code
Hijacking or unlawful interference: code 7500.
Emergency situation: code 7700.

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A pilot, having selected Code 7500 and subsequently requested to confirm this code
by ATC shall, according to circumstances, either confirm this or not reply at all. The
absence of a reply from the pilot will be taken by ATC as an indication that the use of
Code 7500 is not due to an inadvertent false code selection

[Link] Libyan Wings response

The Libyan Wings will has staff instructions detailing their response to an aircraft
hijack situation. These instructions call for the followings defined actions. On receipt of
information that one of Company’s aircraft has been hijacked, the airline will inform the
LYCAA and will continue to report developments Prepare to deploy a team to the point
at which the aircraft lands, preferably in an aircraft of a similar type to that hijacked,
and in possession of information on the specifications and characteristics of the
hijacked aircraft.; Identify the passengers and crew on board the hijacked aircraft, their
number, names, where they joined the flight and their nationality. Collate information of
the crew, their time on duty, experience of aircraft type and area involved
Establish the status of the aircraft involved, i.e. fuel state, serviceability, support
services etc.

Note: the Libyan Wings team prepared for deployment or deployed at the airport at
which the hijacked aircraft lands, should consist of the Accountable Manager, the
Flight Operations Manager and one operational officer in charge for communications
with OCC and LYCAA .

10.2.5 Reinforced Cockpit Door

Reinforced cockpit door, responding to the LYCARs requirements, are installed in all
Company aircrafts and described in the relevant OM part B.

[Link] Procedures

Normal access
The door shall be closed and locked from the end of passenger boarding up to the
passenger disembarking.

Request of door opening

Request of door opening can be done by SCCM using the “normal entry code”. The
door might be opened from the cockpit only after having verified, throughout the spy-
hole, as far as practicable, there are not ongoing or potential threatening acts and also
checked the identity of the caller.
In order to minimize the passenger’s curiosity, before the door opening, the SCCM

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shall close the forward entry zone curtains (where provided). Once in cockpit, the door
shall be closed.
The curtain shall be opened, once returned in passenger cabin, only after having
closed the reinforced door.

Note: Anytime the cabin attendants assigned at the forward seats have to move from
the forward entry zone, the curtain shall remain opened.

Communication
All communication “cabin/cockpit/cabin” shall be done using the service interphone.
For any service interphone fault permitted by MEL, the Commander shall brief the crew
about alternative means of communications.

Emergency Access
The emergency code is periodically changed by Company technicians, and confiden-
tially communicated to the crews.

Sterile Flight Deck

In all phase of the flight under FL 100 and when the Fasten Seat Belt light is on, no
request of entry in cockpit shall be done unless there are evident elements of danger
or if called by the cockpit crew.

“Well-Being in Cockpit”
During pre-flight briefing, the Commander shall give instructions to SCCM in reference
to “well-being in cockpit” (coffee service, lunch) and in particular when this assistance
is required.

Pilots cannot leave the cockpit unless one cabin attendant is present in the cockpit and
have been briefed about the use of the observer oxygen mask.

“Cockpit Still Alive”

After takeoff, each 20 minutes, the SCCM or his delegate shall contact the cockpit via
interphone. Answer from cockpit shall be done via interphone.

Keypad Inoperative
In case the a/c is dispatched with keypad inoperative, the door cannot be opened from
the cabin side.

Emergency in Cabin or Threats by a Hijacker

Contact cockpit via interphone or using the “EMER CALL”(No EMER Code) if
conditions permits.

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Crew Incapacitation
In case of crew incapacitation the remaining pilot shall ask the SCCM assistance.
The SCCM shall close the curtain of the forward entry zone and digit the emergency
code to unlock the reinforced door.

Note: on code insertion the door shall unlock after thirty seconds, then the CA has only
five seconds to open the door prior the automatic locking of the door.

In case the SCCM has grounds to believe that in cockpit there are no “sign of life”, he
must open the reinforced door using the emergency code, evaluate the situation in
cockpit and, if necessary, contacts among the passengers a pilot.

Ditching or forced landing

The door shall be unlocked prior to the impact.

10.3 DESCRIPTION OF PREVENTIVE SECURITY MEASURES AND TRAINING

All Security measures applied by the Libyan Wings are in accord to: ECAC - CEAC
Doc 30 Part II. LYCAA – Standard Air Carrier Security Program.

LIBYAN WINGS AIRLINES Security Program.

The LWA does apply the prescribed preventive security measures for:

 Security of passengers and cabin baggage.

 Security of hold baggage.
 Security of crew cabin and crew hold
baggage Security of aircraft.
 Security of airline catering, stores and supplies.
 Security of aircraft cleaning operations.
 Security of cargo, courier, express parcels and mail (if applicable).

As all mentioned security measures ask from Company staff adequate knowledge and
practice, the Company has prescribed as mandatory for all personnel to pass an
adequate training and a Security check.

10.3.1 Training

The Security training consists of an Initial course and an annual recurrent training. The
initial and recurrent training programs are reported in the OM part D.
The objective of the initial training is to provide all personnel, involved in ground and
flight operations, with the necessary information regarding the operational problems of
security and the consistent operational procedures.

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An annual recurrent training will be supplied, within the syllabus of Initial Training, to
maintain an up to date qualification of all flight and ground personnel. The Libyan
Wings will release to all involved personnel a certification of the initial training
attended.

10.3.2 Internal communication

Internal communication within the Libyan Wings , for any matter involving Security,
must take place with the confidentiality required by the single case which is being
dealt. This means that normal communication systems like telex, fax, telephone, e-
mail etc. may be used only to the point where the confidentiality of the item
being treated permits. In general, security information must always be considered as
a sensitive information and therefore must be divulged on a need to know basis only.

10.3.3 Identification badges and access to sterile areas

All Libyan Wings employee must wear the Libyan Wings identification card (ID card).
Furthermore, every person employed at the airport, or boarding the airplane(other than
passengers) must have a valid ID issued by the appropriate authority (cleaning crew,
handling agents etc.).
ID card must not be lent or disposed of in any manner and, if lost, such event must be
immediately reported to the Company and to the relevant Police station, in order to
obtain a replacement card.

The identification card is to be worn in a visible position at all times when on duty or
when entering areas requiring the wearing of ID card All personnel employed at the
airport must have an identification badge and wear it anytime on duty.
Identification badge must be surrendered to the Authority who issued the badge or to
the company, when is ended the work contract or are ceased the reasons why the
worker was called to perform his working activity at Security Restricted Areas.
Sterile Areas are determined by Airport Director jointly with local police body.
Visitors or persons who for service reasons are required at sterile areas for a limited
period of time, must obtain a nominal permission released by the airport Director jointly
with the local airport police office.

All airport personnel included policeman and visitors must wear the identification badge
and shall be subjected to screening to the persons

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10.3.4 Crew baggage security

All crew baggage should usually carry an identification label giving full name and rank
of the crew member. Crew members must not leave their baggage unattended at any
time. Crew members must not accept for carriage sealed parcels from third parties.
Any sealed package belonging to a crew member shall at all times be carried by the
crew, member concerned onto the aircraft personally and shall not be entrusted to any
other crew members.

The individual crew member is responsible for the handling and security of his personal
baggage. Adherence at the following procedure is required: Keep your bags locked
when you are not using them; Maintain security of all your carry-on bags. Before
leaving hotel, make sure that 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, restaurants restrooms, hotel or terminal buildings. Never accept
anything for carriage, including letters or envelopes.

All crew baggage (cabin and hold) will be screened and searched before allowed to be
loaded or brought to the Company’s aircrafts: flight and cabin crews must conform to
baggage and personal screening and searching security procedures.

10.3.5 Security Measures in Normal Condition of Risk

[Link] Passengers and baggage

[Link].1 Check-In

Passenger and baggage check-in is the first “security” filter performed by the
Company, as follows:
 Check the ticket with leg to be flown and its validity.
 Check the passenger identity trough a valid personal document. For
domestic flight valid documents are passport, identity card.
 If required, check the expatriation documents and/or health
declarations check the baggage is integral and closed,
 Remove the old tags from the baggage;
 Check presence on the baggage of a label with the name of the
passenger; Stick on the baggage the tag relevant to the checked
flight.

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 Recall the passenger the legal restrictions on carrying of electronic devices,

batteries, inflammable substances, etc. into the baggage and on the
prohibition of carrying third people’s Baggage of which is unknown the
contents. In the air terminals are usually displayed informative panels listing the
prohibited items.

Note: some dangerous goods, as they are defined in the IATA “Dangerous Goods
Regulations”, may be transported as hand baggage or inside the checked bag-
gage, some others require the Company preventive approval, and some others
are absolutely forbidden (refer to Chap. 9 Dangerous Goods).

The followings are items which carriage in cabin is prohibited:

 Weapons and ammunitions

 Explosive, fireworks and rockets;
 Compressed gas (inflammable, not inflammable, refrigerant, irritating and
poisonous), camping gas, self-defense aerosol, rocket gun and starting
gun.
 Inflammable substances (liquid and solid) included alcohol higher than
70% in volume.
 Infective and poisonous substances, corrosive, radioactive, oxidant,
magnetizing; Alarm device.
 Scuba torch with batteries inserted.
 Any kind of knife which blade is 6 cm long or more; Objects which
can be used as weapons/arms.
 Check the hand baggage do not contain items prohibited for security
reasons (knifes, scissors, toy-pistols, etc.).

[Link].2 Unaccompanied Hold Baggage

This security procedure is applicable for all hold baggage, departing, in indirect transit
and in direct transit. The acceptance of hold baggage is usually performed at the airport
check in desk.
Accompanied hold baggage - Baggage accepted for carriage in the hold of an air-
craft, on which the passenger who checked it in is on-board.
Unaccompanied hold baggage - Baggage accepted for carriage in the hold of an
aircraft, on which the passenger who checked it in is not onboard.
This typology includes:

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Unidentified Baggage - Baggage at an airport, with or without a baggage tag, which

is not picked up by or identified with a passenger;
Not Claimed Baggage - Labeled baggage found at destination airport but not
claimed by any passenger;
Unaccompanied Baggage – Baggage of a missed boarding passenger or a pas-
senger disembarking;
Rush Baggage - Baggage that for many causes (baggage with tag and not boarded,
or baggage carried to a wrong destination, or unloaded to an airport previous or
next to the airport written on the tag) do not follow the owner on the same flight.
These baggage are sent to the destination airport with “RUSH” label.

Baggage sent as cargo - Baggage handed over by a passenger or by an agent

han dling in order to be shipped as cargo with an Airway Bill (LTA).

Departing baggage - Baggage checked in at the departure airport where start the
flight of the passenger.

Direct transit baggage - Baggage checked in at the departure airport that, at an

intermediate airport, continue the flight on board of the same aircraft.

Indirect transit baggage - Baggage checked in at the departure airport that, at an

intermediate airport, is transshipped to a flight of the same or other carrier.

[Link].2.1 Unaccompanied baggage sent as cargo

Refer to point [Link]. “Security Measures for Cargo and Mail”.

[Link].2.2 Departing baggage

Check in personnel shall assure that prior boarding the baggage has the tag stating
the name of the passenger. Where an automatic check in systems is not available,
the check in tag must be kept in a place not accessible to any person not authorized
to manage the baggage. It is not allowed to issue a group label.

[Link].2.3 Baggage in transit

Personnel shall guarantee the departing baggage are submitted to the procedure at
Baggage in indirect transit, domestic/domestic, are not subjected to check provided in
the first departure airport the security checks has been performed. Baggage in
indirect transit, to/from international destination and EU airports, may be exempted
from security checks at transit airport provided the “one stop security” check has been
performed at the starting airport.

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[Link].2.4 Protection of hold baggage

Hold baggage to be carried on an aircraft, must be protected from unauthorized

interference from the point at which it is accepted into the care of the carrier until
departure of the aircraft on which it is to be carried.

Prior to being loaded, hold baggage shall be held in the baggage make-up area or
other storage area of an airport to which only authorized persons may have access.
Any person entering a baggage make-up or storage area without authorization shall
be challenged and escorted out of the area.

Originating and transfer hold baggage shall not be left unattended on the ramp or plane
side prior to being loaded on aircraft. Tail-to-tail transfer hold baggage shall not be left
unattended on the ramp or plane side prior to being loaded.
Access to lost-and-found offices in the terminal shall be restricted to prevent unlawful
access to baggage and materials.

Personnel appointed to load the baggage must verify that baggage handler units do
not contain object not identified or arousing suspicions.

[Link] Passengers and hand baggage screening

The screening is a preventive measure aimed to assure that the passengers are not in
possess of weapons or goods dangerous for flight security.

Passengers Screening
 Passengers shall be screened by the following methods:
Searched by hand, or Screened by Walk-Through-Metal-Detection equipment, also
using an explosive trace detection system if available and with hand searching on a
random basis.
 The hand searches shall be carried out on all passengers who cause the
equipment to alarm, as well as, randomly, on those passengers who do not
cause the equipment to alarm. If the alarm is activated, the person shall be
required to be screened again with Walk-Through-Metal-Detection equipment ,
or searched by the support of a hand held metal detector.

 Where the security agent has yet suspicions he must inform the police.

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Hand Baggage Screening

Cabin baggage shall be screened by one of the following methods:
 A full hand search of each bag, which is examined for suspicious signs such as
unusual weight etc, or
 Screened by conventional x-ray equipment, also using an explosive trace
detection system if available, with hand searching on a random basis, or
 Screened by high definition x-ray equipment.

The percentage of passengers and baggage to be screened using a Trace Detection

Equipment is defined by the airport Authority jointly with local police body. Screening
of the hand baggage shall be performed at the presence of its owner.
Electric/electronic devices must be checked by radioscopic device or by a manual
check or by explosive trace detection system.

Any items which carriage in cabin is forbidden must be kept by security agent. Never-
theless, passengers may request the carriage of some articles provided the company
authorize its carriage and the articles are carried in hold.
If during the screening are revealed items of custom interest the security agents must
inform the custom Authority. Carriage in cabin of valuable objects or professional
instruments are allowed provided, that the company grants the authorization and the
objects are contained in special cases under crew custody. In case weapons,
munitions or explosives are found on the passengers or in his hand baggage, the
security personnel must immediately and discreetly inform the police.

[Link] Security measures into the finger and onboard passengers bus

Ramp personnel assigned to the operation of a finger must perform a visual check,
before passenger boarding and after disembarking, in order to ascertain that no bag-
gage or weapons or suspicion objects are left in the finger.
Ramp personnel appointed to drive the passengers bus must perform a visual check
inside the vehicle, before passenger boarding and after disembarking, in order to as-
certain that no baggage or weapons or suspicion objects are left onboard.

[Link] Items forbidden in passenger cabin

In passenger cabin is forbidden the carriage of: Steel arms such as daggers, stilettos,
sabers, swords, flick-knives, scissors; Toy-gun; All items that may be used/
considered weapons. Little items judged by the company or the Authority dangerous
for the security of the flight may be carried in the hold baggage only.

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[Link] Carriage of weapons and ammunition following the passenger

Carriage of weapons and ammunition on board the aircraft is ruled by IATA Resolution
745A, l. 694, 23/12/1974 (issued on G.U. n° 340, 31/12/1974).
Weapons subject of these rules are defined by Libyan Law as follows:
 Fire arms of any kind (rifles, guns and revolvers), included compressed air
gun, both long and short barreled;
 Object containing explosive material, poisonous gas or
blinding gas.

[Link] Acceptance

Weapons and/or ammunition must be carried as checked baggage only and boarded
in the aircraft holds. Weapons must be “unloaded” dismantled and stowed in apposite
closed container; Ammunition must be packed in an opposite container (capable of
protect the contents , against hits and harsh movements, made in metal, wood or
fiber, flame and hit resistant, with a security catch). Maximum allowed quantity of
ammunition for each passenger is 10Kg. Passenger must have all required gun
licenses and documents required by law of the states of boarding, transit and
disembarking, for carriage of weapons.

[Link] Limitations

It is not allowed the carriage of incendiary or explosive bullets. Must not be accepted
weapons and/or ammunition of war without previous authorization. Maximum quantity
carried by each passenger cannot be cumulated in case of more passengers (pool).
In case the Authority declares a flight as “sensitive”, the carriage of weapons and am-
munitions on that flight is forbidden.

[Link] Exceptions (armed passengers in cabin)

Some category of State officials are authorized by law to carry in passenger cabin
weapons in their endowment.

In Libyan, the persons authorized, provided with documents certifying their identity
and qualification, are (the list, for sake of simplicity and clarity is in English):

Abroad the persons authorized are those listed above, if local law permits, and foreign
soldiers and policemen in respect of the local laws.
In the United Kingdom also the persons listed above are not allowed to bring weapons
in cabin.

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Note: powers and responsibilities of the Commander are laid down on

The Commander should be notified when any exception to the carriage of weapons is
allowed just to arrange on time a briefing to passenger(s) carrying the weapon(s).

[Link] Check-In procedure

Verify the passenger has got documents for carriage of weapons and gun license pre-
scribed by law of the state of departing, transit and arrival airports. Hand over to the
passenger the appropriate form (in three copies) and ask him to fulfill it;
Sign the copies and:
 take a copy for the authority.
 give a copy to the passenger.
 take a copy for the station (to be filed).
 Inform the passenger that at arrival airport the weapons shall be picked at
 airport police office or at airport security office, showing the copy of the
form. Direct the passenger to the airport police office, or to the security
agents.
Boarding and disembarking of the weapons onboard the aircraft: the Company pro-
vides a proper escort and custody from the check in up to the closing of the holds and
vice versa. Exportation procedures must be performed at the last domestic airport.

[Link] Consignment at arrival airport

Consignment to passengers of weapons and/or ammunition accepted as checked bag-

gage is subjected to the following procedure:
Recon sign weapons and/or ammunitions following the local laws;
Basing on the load sheet messages, inform the police office in advance about the pres-
ence on board the arrival aircraft of weapons and/or munitions;
Inform the Security or Police (as applicable) in order to achieve the weapons and/or
munitions withdrawal from the aircraft;
Direct the passenger to the airport police office, with the copy of the form “carriage of
weapons” in his possess, for the consignment of the weapons and/or ammunitions.

[Link] Security measures for cargo and mail

Aim of this procedure is to prevent the unlawful introduction onboard the aircrafts of
explosives or devices capable to damage the aircrafts or giving distress to the normal
course of the air traffic.
This procedure is relevant to Cargo and Mail departing from Libyan airport direct to a
domestic and/or an international airport.

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10.3.6 Definitions

Cargo - Goods carried onboard an aircraft including also baggage sent as good by
express courier and parcels. Is not included the mail, catering and checked baggage.

Mail - Dispatches of correspondence and other objects tendered for delivery to postal
administration.

Regulated Agent - An agent, freight forwarder or other entity who conducts business
with an operator and provides security controls that are accepted or required by the
appropriate authority in respect of cargo, courier and express parcels or mail.

Known Consignor
(a) Cargo: the originator of property for transportation by air for his own account and
who has established business with a regulated agent or air carrier on the basis of
detailed criteria;
(b) Mail: the originator of mail for transportation by air for his own account and who has
established business with a regulated postal authority/administration.

Security Restricted Area - Airside areas of an airport into which access is controlled
to ensure security of civil aviation. Such areas will usually include all passenger
departure areas between screening points and aircraft, ramp, baggage store areas,
cargo store areas, mail centres and airside cleaning and catering premises.

[Link] Cargo acceptance

Acceptance of cargo is the moment when a Company’s cargo office receives a

consignment of cargo goods and committees to carry by air the consignment up to
the destination airport using its fleet or other carrier. There are three types of cargo
acceptance: Consigned by the sender; Consigned by another carrier; Consigned by
an IATA Cargo Agent. Shippers qualified as “Regulated Agent” or “Known Consignor”
must, at the moment of consignment at the departure airport or to handling agent,
certify in writing that the consignment listed in the airway bill (LTA) has been
protected against unauthorized interference up to consignment.

[Link] Cargo screening

Cargo screening are intended all actions performed in order to ascertain the suitability
of a consignment carried by air.

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[Link] Identity check

Accepting the goods, Air Carrier or Handling Agent must: Identify the person who
consigns the goods and annotate, on the airway bill (LTA) or on a consignment
receipt, the identity document details. Check on LTA or on consignment receipt the
wording “SECURED GOODS”; Check the integrity of packages.

[Link] Security checks

All cargo shipments not listed as “Items Exempted from Checks” before boarding must
be subjected to one or more of the following checks:
 Radiogenic check.
 Check using EDS/EDDS/PEDS; Manual
check.
 Check using simulating chambers.
 Check using Explosive Trace Detection System (ETDS). Others (i.e. checks
made by mean of detection dogs).

[Link] Items exempted from checks

The following categories of shipments are usually exempted from checks:

 Live or dead animal;

 Blood plasma and Live Human Organs for transplanting.
Perishable biological material used for research.
 Coffins, provided with the required certification; Urgent medicine
(life savers).

Humanitarian aids sent by Libyan Government or by international bodies appointed by

the Ministry of Abroad Affairs; AOG materials.

Note: it rests a faculty of LWA to impose a screening on a random basis to the

exempted items.

[Link] Transshipment cargo

Transshipment cargo arriving by air shall not be submitted to the security controls pro-
vided that it is protected against unauthorized interference at the transit point.

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[Link] Protection of cargo

Cargo left at a storage area of a “Regulated Agent” or at an airport storage area, must
be protected and supervised to prevent access to unauthorized persons.
Personnel appointed to load the cargo must verify that handler units do not contain
object not identified or suspicious.

Consignments must be protected in order to avoid the introduction of prohibited

articles, weapons and explosives during packaging, storage and transport on the
aprons.

[Link] Diplomatic, Special assistances, Crew members and Ground staff

Deportees (DEPO)/ Inadmissible passengers (INAD)

The Libyan Wings may be required by the Immigration Authorities to remove a person
who has been refused admission to their State or who has been made the subject of
a deportation order. This will usually be done by serving an order by the Commander
of the flight who will usually have little option but to comply.

The Commander must be informed before departure of any DEPO/INAD foreseen

boarded in his flight. In such circumstances the Commander should enquire if all the
required procedures have been observed by the authorities and the extent of his
responsibility, if any, in respect of the custody of the individual on board his aircraft
while the aircraft is within the territory or airspace of the deporting State. He should also
read any documentation served on him and include this documentation with his
report on completion of the flight.

The Commander's responsibility ends when his aircraft has left the deporting country's
area of control. Should a deportee decide to disembark at a destination other than that
indicated on his ticket, he should be permitted to do so after the Immigration Authorities
have been informed; if possible, this should be done by radio before arrival. If the
Commander has reason to believe that the individual involved is likely to pose a
threat to the safety of the flight for which he has a responsibility in law, he should
request, on this basis, that a suitable escort be provided to travel with the deportee. As
far as possible, deportees should be treated on board as normal passengers.

Maximum number of DEPO/INAD admitted is no more than the cabin crew on duty on
the flight, but this limit can be superseded. In case of presence of fame LWA they
shall be considered as one passenger (but limited to only one DEPO/INAD fame
LWA

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 In case of escorts in a ratio of 1 escort for each DEPO/INAD.

 In case of particular agreements between the Authority and the
Libyan Wings Company.

Persons in custody
Persons in custody must be accompanied by 2 guards/escorts. Maximum number of
persons in custody admitted (included the escorts) is no more than 30% of the seats
available. The Commander must be informed before departure.

The Commander has the authority to refuse the persons in custody only for evident
unruly behavior, or in the case there is evident the loss of security for passengers, crew
and Company property.
Escorts may be armed, but the use of guns is strictly forbidden. Prisoners should be
boarded first and disembarked last: in case of late arrival of prisoner group the ramp
personnel will inform the Commander in order to coordinate the boarding.

They preferably should be seated near a toilet at the rear of the aircraft, away from
emergency exits and off the aisle and should not be served with alcohol or given
matches. Prior to start, the Commander shall brief the escort about: The need to
remove the handcuffs, during takeoff and landing, to the persons in custody, in order
to give them the possibility to perform an emergency evacuation. In any case the last
responsibility of the prisoners and the decision about the use of handcuffs is on the
accountable escort. Means of communications among Commander, SCCM and Chief
escort

Diplomatic couriers and their baggage

Passengers who benefit of diplomatic or consular immunity based on “Vienna
Convention on Diplomatic Relation”, and relative protocols, shall be liable to screening
for security purposes prescribed by “PNS ”. The personal baggage following the
accredited diplomat agent shall be checked by radiogenic device also. Nevertheless,
according to Vienna Convention (art. 36, point 2) that baggage cannot be subjected
to a manual security check that require its opening, unless there are grounds for
believe that the baggage contains items not exempted by paragraph 1 of

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the mentioned article, or items which import or export is forbidden by national law or
items subjected to quarantine in Libyan. In such case the check shall be performed at
the presence of the diplomatic agent or his authorized representative. Baggage of
diplomatic personnel not accredited may be manually checked. Diplomatic mission
chief accredited in Libyan are exempted from the control, while those accredited by
third countries shall be subjected to the check.

Diplomatic Bag
Are defined “Diplomatic bags” al suitcase, luggage or any kind of container coming
from Ministry of Abroad Affairs and direct to diplomatic representative, externally
marked and with leaden seals or sealing wax stating the official character of the
shipment; they cannot contain objects different from documents or things used for
official use.
Diplomatic bag accompanied by an accreditation letter is exempted from controls. If
there is a well founded suspicion that the diplomatic bag does not contain documents,
correspondence or objects for official use, then the boarding may be refused.
Diplomatic bag is subjected to radiogenic controls but it cannot be opened nor held. If
after a radiogenic control, or there is a founded suspicion, emerge that inside the
diplomatic bag are stowed weapons, then it is required ask the Police presence and
apply the following procedure:

Accompanied diplomatic bag

Let open the diplomatic bag to representative authorized by the interested State.

Unaccompanied diplomatic bag

 Stop the boarding of the bag.

 Inform the interested embassy for a representative sending.
 Inform the “Ministry of Foreign Affairs ”;
 Let open the diplomatic bag to embassy envoy.

If after a radiogenic control or a well-founded suspicion emerge that inside the

diplomatic bag is stowed an explosive device, then apply first the foreseen emergency
procedures then inform the above mentioned authority.

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[Link] Security measures in condition of risk

The Ministry of Interior, jointly with Libyan Information Service, may classify a flight as
“sensitive” depending on the evaluation of:

 International general situation or risk areas.

 Terrorist and/or criminal acts, and/or public order and public security. Level of
security controls at departure and destination airports. Passengers
transported (V.I.P., authority, etc.).

Security measures for sensitive flights have not to be confused with security measures
foreseen for a bomb threat. Among the most significant measures there are:

 Repetition of, wholly or partly, passengers and hand baggage check; Crew
check and check of their baggage;
 Escort to passengers.
 Radioscopic check of all checked baggage; Documents check at check-in and
at boarding gate; Cargo/mail: a storage period of 24 h before boarding or
inspection of goods/mail or embargo in particular cases. Catering check and
sealing of trolleys; Aircraft security check;
 Identification of any person getting on board the aircraft.

[Link] Security measures for parked aircraft

[Link] General

During ground stops the aircraft must be continuously watched by a crew member
or a technician or by a company authorized person, unless the “Security Sealing
Procedure” is applied, the aircraft is parked in a hangar locked or watched by
Company or Handling agent personnel, or in the vicinity of an area where it is
continuously watched.

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Case A – Dedicated person watching the aircraft

The employee or authorized representative assigned to the supervision of the aircraft
shall control the access permission of all persons boarding the aircraft. Carry-on
articles shall be checked as well. The person charged with duty of supervise the
aircraft shall perform the following actions:

 Permits the entrance on board the aircraft of authorized personnel only

(catering ser- vice, technicians, authority inspectors).
 Persons whose activities aboard cannot be clearly identified are additionally
asked to state their reason for being on board and, if necessary, requested to
leave the aircraft.
 Perform a check of the authorized persons carryon items (a random check is
acceptable).
 If there are doubts regarding the access permission or identity of persons, as
well as in case of the persons refuse to undergo security checks, or in the case
a suspect exists that the safety of the aircraft may be jeopardized, the
competent security bodies (police, security service) shall be informed
immediately.

Case B – Anytime flight and/or cabin crews are on board

Once onboard, the Flight and/or Cabin crews shall control the access permission of all
persons boarding the aircraft for service reasons. If there is any doubt regarding the
access permission or identity of persons, crew must immediately inform the competent
security bodies (police security service).

Note: in order to be identified on ground, all crew must wear the identity badge or the
crew member.

During transit stop, Cabin Attendants shall check for any hand baggage left in
passenger cabin and in order to speed up the check it shall be announced by public
address.

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[Link] Visual Inspections

[Link].1 General
Prior to each flight, an internal aircraft check is required in order to ascertain none
suspected object has been left into the aircraft.
For this reason, at the end of turnaround check and shortly before passenger boarding,
the flight and cabin crew shall perform a visual inspection of the internal zone of the
aircraft (cockpit and cabin); in the meanwhile the ramp personnel shall perform a visual
inspection of the cargo compartments. Those checks shall be performed following
the details laid down in the “Inspection Checklist Type B” and shall be recorded as
follows:

 For passengers cabin inspection, the senior cabin crew shall write and sign on
the QSC the statement “Cabin Security Check Performed”.
 For cargo holds, the responsible, or his delegate, shall write and sign on the
Preloading Form the statement “Cargo Compartment Security Check
Performed”; in exceptional cases, where ramp personnel is not available, the
flight crew, on Commander request, shall perform the above mentioned cargo
security check.
 The Commander takes vision of ramp and cabin security check forms,
performs his cockpit security checks and, for acceptance, shall write and sign
on the QTB the statement “Security Check B Performed”.
Note: this procedure must not be confused with an inflight “Bomb Search Procedure”
for which a proper checklist is provided on board in a sealed envelope.
If during the inspection it has been found a doubtful foreign object, or if there is any
doubt about its harmlessness, it shall not be removed and its presence shall be notified
to the local authorities via the station manager or an approved Handling agent

Note: on some airports, and without notice, aviation authorities inspectors may perform
a check in order to ascertain the effective implementation of the aforesaid procedure.
In some case the non adherence to the norms imply fines addressed to the Company
and to the personnel involved in the operations. Prior the aircraft is released to service,
the Company engineers, or other suitable personnel, shall perform a more accurate
inspection, denominated type “A” . The same inspection shall be performed in the
case of aircraft in service without watch or a performed “Sealing Procedure”
Engineers, or suitable personnel who perform the up mentioned check, shall write and
sign on the QTB the statement “Inspection Type A Performed

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[Link].2 Inspection Check List Type “A”

SEE LWA Security Manual

[Link].3 Inspection Check List Type “B”

SEE LWA Security Manual

[Link] Aircraft security sealing procedure

Aim of this procedure is to grant security of parked company aircraft and also to give
instruction in case of tampering of the a/c sealed access. Whenever the aircraft is in
service but not in “turnaround condition”, security seal procedure avoids the need of a
“Security Inspection Type A” .

Security seals storage and installation

The security seals are stickers with an over impressed serial number. The
maintenance personnel shall stick the security seals to the aircraft access doors and
its serial number shall be recorded in the relevant form “Security Seals Recording
Form”): this recording form reports also where the security seals has to be applied (i.e.
which door, internally or externally the a/c).

Note: where existing apply external security seals on the fuselage marked areas
(hatched line).

The fulfilled form must be kept in a secured place within the airport site while the
Security stickers are located in the technical documentation bag and must be used
only if the labels are not available from the local store (out station store).

Note: in case of diversion to airport not assisted by maintenance and where it is

impossible to arrange an a/c watch, the a/c sealing procedure shall be a
Commander

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responsibilities. Commander shall hand over to ramp the Security seals Recording
Form fulfilled.

Inspection
Before preflight inspection, authorized Company’s personnel (engineers or pilots) must
check security seals for presence and integrity and, using the form previously fulfilled,
a verification of the serial number of the stickers.

Action required in case of broken / lifted seals

Whenever a security seals is found broken/ lifted or it does exist the suspicion that they
have been improperly changed (serial numbers don't match), the following actions
must be performed:

 Inform OCC of the occurrence (note1); Inform the Commander (note 2);
 Inform local security authority for coordinating the applicable Aviation Security
Plan; Provide assistance to the local security authority to perform the applicable
procedures (note 3).

Note 1: OCC will inform the Chief Security Officer.

Note 2: The Commander, if already in airport, will coordinate operations indicated in
aforesaid point 1), 3) e 4).
Note 3: If required, the "Bomb search Check List" is available on board and is
contained in a sealed envelope.
Note 4: Chief Security Officer may ask particular security procedures required by the
situations or ted by the authorities.

Maintenance inspection requirements following a violation of aircraft security

If no other action are requested by OCC (note 4), a careful inspection of the affected
area should be performed, to find any discrepancy or any missing equipment. The
following list represents the minimum level of inspection required, depending on the
location of the seal tampered with. Passengers and galleys doors

 Perform a visual inspection of the cabin and cockpit, checking also the
emergency equipment for presence and integrity
 Cargo doors Perform a visual inspection for obvious damage and for
integrity of cargo doors linings.
 Accessories bay doors Perform a visual inspection for obvious damage and
for integrity and presence of components. Left, right and nose landing gear
bays and doors
 Perform a visual inspection for obvious damage and for integrity and
presence of components, or for the presence of foreign objects. Tail cone
access door.

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 Perform a visual inspection for obvious damage and for integrity and
presence of components, or for the presence of foreign objects.

[Link].1 Security Seals Recording Form

SEE LWA SECURITY MANUAL

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11 HANDLING, NOTIFYING AND REPORTING OCCURRENCES..........................................................3

.
11.1 DEFINITIONS....................................................................................................................................................3

11.1.1 Accident............................................................................................................................................................3

11.1.2 Incident..............................................................................................................................................................4

11.1.3 Serious Injury...................................................................................................................................................4

11.2 ACCIDENT PROCEDURES.........................................................................................................................5

11.2.1 Testimony by flight crew members following an airplane accident …………………………........5

11.2.2 Accident reporting...........................................................................................................................................5

11.2.3 Commander/Crew Post-Accident procedures........................................................................................7

11.2.4 Preservation, production and use of flight data ........................................................................................7

[Link] Preservation of recording...........................................................................................................................7

[Link] Production of recording .............................................................................................................................8

[Link] Use of recording..........................................................................................................................................8

11.3 Special Notification for Accident Or Incident When Dangerous Goods Are Carried...........................8

11.4 Aircraft Accident or Incident Reporting Procedures………………………………….…….……....9

11.4.1 General.............................................................................................................................................................9

11.4.2 Ground Safety Incidents................................................................................................................................9

11.4.3 Reportable Occurrences to the Safety Department …..........................................................................9

11.5 THE FORMS USED FOR REPORTING.................................................................................................11

11.6. Just Safety Culture……...............................................................................................................................11

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11 HANDLING, NOTIFYING AND REPORTING OCCURRENCES

11.1 DEFINITIONS

11.1.1 Accident

A duty is placed upon the Commander of an aircraft, or if he has been killed or

incapacitated, upon the Libyan Wings to give notice of accidents to the operator and
to the appropriate authority. An “accident” means an occurrence associated with the
operation of an aircraft which takes place between the time when any person boards
the aircraft with the intention of flight and the time when all persons have disembarked
in which:

Any person suffers death or serious injury whilst in or upon the aircraft or by direct
contact with any part of the aircraft (including any part which has become detached
from the aircraft) or by direct exposure to jet blast, except when death or serious
injury results from natural causes, is self-inflicted or is inflicted by other persons or
when death or serious injury is suffered by hiding outside the areas usually available
in flight to the passengers or crew of the aircraft, or
The aircraft suffers damage or structural failure other than:

Engine failure or damage, when the damage is limited to the engine, its cowlings
or accessories;
Damage limited to propellers, wing tips, antennae, tires, brakes, fairings, small
dents or punctured holes in the aircraft skin which adversely affects its
structural strength, performance or flight characteristics and which would
usually require major repair or replacement of the affected component, or

The aircraft is missing or completely inaccessible, or

Significant damage is caused to the property of the LIBYAN WINGS or any third

party. “Significant” means any damage which may be the subject of an insurance

claim.

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11.1.2 Incident

An aircraft incident is defined as any occurrence, other than an accident, associated

with the operation of the aircraft which, Affects the safety of its operation. Has
jeopardized the safety of the crew, passengers or aircraft but which has terminated
without serious injury or substantial damage. Was 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.

Has jeopardized the safety or the crew, passengers or aircraft and has avoided being
an accident only by exceptional handling of the aircraft or by good fortune. Has
serious potential technical or operational implications; Causes trauma to crew,
passengers or third parties. Could be of interest to the press and news media.

Examples include loss of engine cowlings, portions of flap or control surfaces, items of
ancillary equipment or fuselage panels; an altitude excursion; a minor taxiing accident;
damage due to collision with ground equipment.

11.1.3 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, or
- Results in the fracture of any bone, except simple fractures of fingers, toes or nose,
or
- Involves lacerations which cause nerve, muscle or tendon damage or severe
hemorrhage, or
- Involves injury to any internal organ, or
- Involves second- or third-degree burns or any burns affecting more than five per
cant of the body surface, or
- Involves verified exposure to infectious substances or injurious radiation.

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11.2 ACCIDENT PROCEDURES

11.2.1 Testimony by flight crew members following an airplane accident

Upon the occurrence of an aero plane accident the police authorities are likely to
approach flight crew members to request their statements or testimony as witness.
During possible subsequent proceedings, any such statement or testimony may in turn
be used as evidence against the flight crew member concerned, even though the police
may initially have heard the crew member concerned as a witness only.
It is, therefore, advisable to refrain from any statement, except as to the personal
identity, while still under the immediate impression of an accident, but to submit any
requested information, verbally or in writing, at a later date, and, if deemed necessary,
after obtaining legal advice.

11.2.2 Accident reporting

Procedure and sequence for accident reporting:

1. Operations Control Centre, which in turn will immediately initiate alarm by

informing all persons, departments, offices and authorities as listed in the
“CLAIMS LIST”.
2. Notification of all persons, other station departments/offices and local authorities
according to the station alarm procedure.
3. Dispatch of an alarm message, preferably by telephone; the message shall in any
case be confirmed by telex.

An accident message initiated by the pilot-in-command in the absence of Libyan

Wings station personnel or an authorized handling agent shall be sent to the
Operation Control Centre and contain the following items:

 Flight number and date, airplane registration, sector of flight.

 Place, date, time (UTC) of accident.
 Reason of accident (by short terms).
 Information about "FIRE or NO FIRE".
 Statements about.
 Crew members (total on board, survived No., injured No., dead No.);

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 Passengers (total on board, survived No., injured No., dead

No.); Damage to load;
 Damage to airplane.
 Additional information under "SI" Significant Information;
 Name of crew member dispatching message.

When information is received from ATS that the respective emergency phase has been
cancelled, or
 When the Pilot-in-Command has cancelled the emergency, or
 When, after an accident, the rescue operation has been
completed.

The station concerned shall immediately notify the operations control centre both the
station and the operations control centre will notify all persons, departments and offices
having received the alarm/accident message.

The initial accident report must be raised within 48 hours by the aircraft Commander
or, if he is incapacitated, an appointed agent or the Flight Operations Duty Manager.
The report must include the following
information: Aircraft model and registration;

 Name of Commander and crew particulars; Date, time (UTC) and location of the
accident;
 Number of persons on board at the time of the accident; Number
of persons killed or seriously injured;
 The nature of the accident;
 Brief particulars of aircraft or third party damage; Details of any
dangerous goods on board.

The Safety Manager is responsible for notifying the appropriate authority and all
other official agencies concerned about the accident.

An Incident Report (Mandatory Incident Report System) must be completed in 72 hours.

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11.2.3 Commander/Crew Post-Accident procedures

Immediately after an accident and following the evacuation of any passengers from the
aircraft the Commander, senior crew member or delegated passenger must carry out
the following duties subject to safety considerations and the prevailing situation:

 The aircraft must be secured in as safe a condition as possible.

 A headcount must be made to account for all persons on board the aircraft. The
needs of any injured persons must be attended.
 The remains of any deceased persons should be decently set apart and
covered.
 The distress beacon must be activated and pyrotechnics, if available, prepared
for immediate use. If people, dwellings or communications facilities are close to
the accident site, efforts to obtain assistance must be made, having regard to
the local situation.

The wreckage of the aircraft should be preserved and unauthorized persons should not
be allowed access to it. An authorized person is any person nominated by the accident
investigation authority or regulatory authority, and usually includes police, fire and
rescue services.

11.2.4 Preservation, production and use of flight data

Following an accident the Company must attempt to preserve all DFDR and CVR data
and make it available to the investigating authority.

[Link] Preservation of recording

Unless prior permission has been granted by the Authority, following an incident that is
subject to mandatory reporting, Libyan Wings will, to the extent possible, preserve the
original recorded data pertaining to that incident, as retained by the recorder for a period
of 60 days unless otherwise directed by the investigating Authority.
When a flight data recorder is required to be carried aboard an airplane, the operator
of that airplane will:

a. Save the recordings for the period of operating time as required by OPS
requirements except that, for the purpose of testing and maintaining flight data
recorder, up to one hour of the oldest recorded material at the time of testing may be
erased, and

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b. Keep a document which present the information necessary to retrieve and convert
the stored data into engineering units.

[Link] Production of recording

The LWA company of an airplane on which a flight recorder is carried shall,

within a reasonable time after being requested to do so by the Authority, produce any
recording made by a flight recorder which is available or has been preserved.

[Link] Use of recording

The cockpit voice recorder recordings may not be used for purposes other for the
investigation of an accident or incident subject to mandatory reporting except with the
consent of all crew members concerned.

The flight data recorder recordings may not be used for purposes other than for the
investigation of an accident or incident subject to mandatory reporting except when
such records are:

a. Used by the operator for airworthiness or maintenance purposes only; or

b. De-identified;
c. Disclosed under secured procedures.

11.3 SPECIAL NOTIFICATION FOR ACCIDENT OR INCIDENT WHEN

DANGEROUS GOODS ARE CARRIED

In case of an accident or incident when dangerous goods are being carried, a usual
reporting procedure is to be carried out, but a special remark is to be included in all
relevant reports indicating that dangerous goods were being carried.
This is regardless of whether dangerous goods were the reason for the
accident/incident or not. Such information is helpful to the investigating teams for many
reasons, the main two being: the need of wearing protective equipment during an on-
scene investigation, and possible influence of dangerous goods on the cause of
accident/incident.

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11.4 AIRCRAFT ACCIDENT OR INCIDENT REPORTING PROCEDURES

11.4.1 General

It is the Commander’s responsibility to initiate the accident/incident procedure, having

first assessed the event and situation, by informing Flight Operations Manager by
telephone or all means of communication available at that time . If the Commander is
in any doubt, contact should still be made and a decision will be sought from the Flight
Operations Manager whether or not to continue with the procedure.

When it is unclear or where doubt exists whether an incident is a accident or a

reportable occurrence it should be notified as an accident without delay. The accident
investigation authority will then pass the relevant information on to the safety regulatory
authority if it decides to downgrade the event. Similarly, the safety regulatory authority
will pass on information to the accident investigation authority if the event is erroneously
reported as an occurrence. It should be noted that any delay in reporting an occurrence
could, if it became a accident, seriously affect the efficiency of any subsequent
investigation. Any report required to be sent to the Authority should be dispatched
within 72 hours.

11.4.2 Ground Safety Incidents

When safety violations by ground service personnel occur (e.g. opening of cargo doors
with engines running, ramp maneuvering traffic violations, misuse of ground support
equipment, etc.) the Ramp Services Manager will assume the principal role in any
investigation and follow-up. In order to instigate appropriate action, aircraft
Commanders are requested to:

 Inform ATC if the incident is subject to Ground Movement Control; Raise an

Air Safety Report.
 Inform Flight Operations P.H. as soon as possible by the most expeditious
means.

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11.4.3 Reportable Occurrences to The Safety Department

The following list is neither exhaustive nor shown in order of importance. Reporting forms
are provided in Flight Folder. If there is any doubt, a report should be filed for any of the
following:
1. a system defect that adversely affects the handling
characteristics or safe performance of an aeroplane (also the
Tech Log)
2. There are significant handling difficulties (also the Tech Log)
3. There is a warning of fire or smoke (also the Tech Log)
4. Any person is found to be, or to have been, smoking in the
aeroplane toilet irrespective of whether there was a smoke
warning
[Link] Equipment or Safety Procedures are defective or
inadequate (also the Tech Log)
6. The use of any emergency procedure is necessary or an
emergency (‘Mayday’ / ‘PAN’) is declared
[Link] of any crew member or an illness or injury to any
person on board
8. The aeroplane sustains any form of damage on the ground or
in the air. (also the Tech Log)
9. Any navigation error leading to a significant deviation from the
planned track (also the Tech Log if aircraft systems are
suspected)
10.A rejected take-off is executed after take-off power is set (also
the Tech Log)
11.A runway or taxiway excursion or incursion occurs (also the
Tech Log)
[Link] loading or incorrect documentation concerning the
loading of fuel, passengers, cargo or dangerous goods
13.A spillage or other hazard directly concerning dangerous
goods (also the Tech Log) [Link] altitude excursion of more than
300 feet
[Link] is an exceedence of the limiting parameters for the
configuration of the aircraft or a significant unintentional speed
change occurs (also the Tech Log) [Link] fail or
become unusable (also the Tech Log)
[Link] windshear or wake turbulence is encountered on the
final approach
[Link] significant windshear, turbulence, lighting strike / Hail
strike or severe weather is encountered (also the Tech Log for
severe turbulence, lightning /hail strike)

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19. A stall warning occurs

20.A hard landing is made (also the Tech Log)
21.A hard GPWS warning occurs
[Link] Unstable Approach below 1000ft
23.A serious loss of braking occurs (also the Tech Log)
[Link] aircraft is evacuated (also the Tech Log)
[Link] quantity is less than final reserve on landing (consider
also the Tech Log) [Link] Resolution Alert, or an AIRPROX
or ATC incident occurs
27.A Bird or animal strike occurs (also the Tech Log and report to
ATC unit)
[Link] passenger being unruly or there is difficulty controlling
violent, armed, drugged or intoxicated passenger on board
[Link] threat or act of aggression such as a bomb threat,
sabotage or vandalism
[Link] there has been a hazardous deviation from SOP by the
crew (such as an unstable Approach, long landing (>3000 feet),
omission of a checklist, wrong setting of altimeter …etc.)
[Link] a Go-Around is carried out at any altitude during
approach. Note: No disciplinary action will be taken and is
required purely for statistical purposes.
[Link] a crew member deems it appropriate to submit a SR.

11.5 THE FORMS USED FOR REPORTING

 Air Safety Report

An ASR will be raised as a result of occurrences that happen whilst the aircraft is
under the control of the Pilot in Command or any other flight crewmember. A
report may be submitted for either a real occurrence affecting or a circumstance
where there is potential for an unsafe event to occur.
 Cabin Safety Report
A CSR will normally be raised by a cabin crew member for any cabin related
safety occurrence.
All CSRs for which an ASR has been raised by the captain of the flight will be
accepted as duplicate reports, thus allowing capture of additional information
related to the occurrence.

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CSRs concerning cabin management and passenger illness will be investigated

by the Head Of Cabin Dept. and findings and preventive action will be sent to
Safety Department. Medium to high risk incidents will be jointly investigated by an
investigator from the Safety department and a member of the Cabin Department.
Final report will be submitted to Cabin Management.

 Security Occurrence Report

A SOR will usually be filed by the personnel of security department. However all
ASRs, and CSRs which relate to security related events will be converted into
SORs for better tracking.
Security related occurrences will be investigated by the Security Department.
Findings and preventive actions should be sent to Security Department.

 Hazard Report
HR can be raised by any crew member. Hazard reports help the company identify
and investigate irregularities and non-routine operational occurrences that might
be precursors to an aircraft accident or incident and helps to identify risks and
consider risk mitigation strategies.
Hazard reports can be filed in writing or electronically through email.
If the reported hazard is considered as medium to high risk it will be brought to the
attention of the concerned department manager for risk mitigation actions.

 Confidential Report
A confidential reporting system also called the anonymous reporting system is
available for all personnel of Libyan Wings. It is not mandatory for the crew
member to disclose their identity. This system is fully supported by the
management. It is intended to give Libyan Wings staff to report any event, error,
discrepancy that they do not wish to report through normal channels. It is
controlled at arm’s length from the management to guarantee confidentiality and is
non-punitive. It also guarantees immunity from disciplinary action to the reported
unless the regulatory authority independently pursues the incident or if the
reporting of the incident through other channels is a regulatory requirement.
Self-generated voluntary reports about staff performance and failure can produce
useful indications of potential risk, but the staffs need to know that the system
offers protection from disclosure where the reports are admissions of human
factors that did not result in an actual safety incident. The results help the Safety
Office to take action to obviate the potential risks before they become incidents.
However, the confidential system addresses only human factors and is not a
substitute for reports upon events that are properly Air Safety Reports.

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 Fatigue Report
Fatigue reports form the backbone of the fatigue risk management system and
help in identifying the hazards associated with this risk. While the system is
available for all personnel it is likely to be used mainly by front line staff such as
pilots, cabin crew and maintenance personnel.
All reports related to fatigue will be analyzed by the Manager Flight Safety and
findings will be recorded. Findings and recommendations will be brought to the
attention of related department.

 Pilot’s Report
Pilots report is used by cockpit crew to report any delay’s inappropriate
procedures and any other reasons which do not have a specific report form.

 Insurance Damage Report

Insurance Damage Reports are required by the insurance company for a

accurate evaluation of damage caused to or by LIBYAN WINGS AIRLINES
aircraft.

In addition to the I.R., any damage caused by the operation of LIBYAN WINGS
AIRLINES aircraft to persons or material not belonging to the Company, i.e. by
collision with other aircraft on the ground or with fixed or mobile ground
installations, must be reported on an Air Safety Report entitled "Insurance
Damage Report”.

The same form can be used for damage caused by a third party to LIBYAN
WINGS AIRLINES whereby all important details such as cause, identity of
organizer, course of events, etc., shall be listed. These forms are available in the
Ship's Library and the Briefing Room. They shall be completed as soon as
practicable. All documents, photographs etc. shall be forwarded promptly.

Note: Forms are found in the Flight Folders for more details refer to SMS Manual
Chapter 5

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11.6 Just Safety Culture

Libyan Wings management is firmly committed to providing and maintaining a safe and
healthy operational and working environment. This manual starts with our commitment to
Safety.

Employees must be assured that reporting of safety hazards will never result in reprisal,
thus allowing a timely, uninhibited flow of information to occur. All employees are so
advised that Libyan Wings will not initiate disciplinary actions against an employee who
discloses a hazard, incident, occurrence, or accident involving Safety. This policy cannot
however apply to cases involving willful negligence, criminal intent, or use of illicit
substances.

A “Just Safety Culture” fosters an atmosphere of trust in which people are encouraged to
provide essential safety related information, but in which they are also clear about where
the line must be drawn between acceptable and unacceptable behavior. A “Just Safety
Culture” does the following:

A. Eliminates the notion that blame is a useful concept. The root cause for error will
never be identified if the only goal is to find someone to blame. Holding individuals
responsible for their actions is different than laying blame.

B. Defines clear lines between acceptable and unacceptable performance. Once the
lines have been drawn, individuals need to know what is expected of them and
understand that they will be held accountable for their performance.

C. In cases of non-compliance with regulatory or company requirements, there

should be clear guidelines about what should happen. We often fail to determine
the reason for the non-compliance. Before sanctions are applied, it is imperative
that the reason(s) for the non-compliance be identified. Only then can appropriate
action be taken.

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Table of Contents:

12. RULES OF THE AIR

12.1 General …………………………………………………..……………….…..………………3
12.2 Visual and instrument flight rules…… ………………………..…….………………………4
12.2.1 Visual flight rules …………………………………………………...……...……...…….4
12.2.2 Instrument flight rules applicable to all IFR flights ………………………..……..……………5
12.2.3 Rules applicable to IFR flights within controlled airspace……………………………….…….6
12.2.4 Rules applicable to IFR flights outside controlled airspace……………….…………..………..6
12.3 Territorial application of the Rules of the Air …………………..........................................…..……6
12.4 Communication procedures……………………………………..………………….……..…….6
12.5 Signals……………………………………………………………………………..……...……11
12.6 Time system used in operation……………………………………………….…….…...……...11
12.7 AТC clearances ………………………………………………………………………….……11
12.8 Adherence to flight plan……………………………………………………………………..….12
12.9 Position reports …………………………………………………………………………...…..12
12.10 Interception………………………………………………………………………....……...….12
12.11 Distress and urgency signals………………………………………………………..……….14

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12.0 Rules of the Air

12.1 General

Section 12 represents an excerpt of the most important regulations presented under the
ICAO Annex 2. Further more the Airway Manual's Air Traffic Control chapter also
presents an excerpt of Annex 2 plus the deviations from Annex 2 applicable to the
individual countries (national variants). It should be noted that some of the changes
might have a considerable impact on flight planning or flight operations in certain
countries (e.g. metric altitudes in some east European countries).

The ICAO rules of the air are defined in ICAO Doc 8168 (PAN-OPS), ICAO Doc 4444
(PANS-RAC) and in the Annexes to the Convention of International Civil Aviation.

No flight may be operated if rules of the air of the state where the aircraft is registered
or of the state over flown cannot be followed, except if an over flight permit, where
deviations from the rules of the air are indicated is granted by concerned states.

Remarks:
• If the aircraft is registered in a non-ICAO state, an over flight permit must be
granted by each state prior to overflying them.
• Prior to overflying a non ICAO state, an over flight permit must be granted by this
state.

The differences in rules and procedures for any airspace of intended use which include
the differences between the prevailing or local airspace rules and ICAO airspace rules
are indicated in the OM part C ( LIDO, Route and airport instruction and information)
chapters ATC and EMERGENCY.
Those mentioned chapters are designed to provide pilots with ICAO standards and
recommended practices and procedures for international OPS , in addition, on a state by
state basis, flight procedures , unique to a state or different from public rules and
procedures .
All flight crew members are requested to familiarize themselves whit the mentioned
information.

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12.2 Visual and instrument flight rules

12.2.1 Visual flight rules

1. Except when operating as a special VFR flight, VFR flights shall be conducted so that the
aircraft is flown in conditions of visibility and distance from clouds equal to or greater than
those specified in Chapter 8.
a) When the ceiling is less than 450m (1500ft); or
b) When the ground visibility is less than 5 km.
2. VFR flights between sunset and sunrise, or such other period between sunset and sunrise
as may be prescribed by the appropriate ATS authority, shall be operated in accordance with
the conditions prescribed by such authority.
3. Unless authorized by the appropriate ATS authority, VFR flights shall not be operated:
a) Above FL 290
4. Authorization for VFR flights to operate above FL 290 shall not be granted in areas where
a vertical separation minimum of 300m (1000ft) is applied above FL 290 (RVSM airspace).
Except when necessary for take-off or landing, or except by permission from the appropriate
authority, a VFR flight shall not be flown:
a) Over the congested areas of cities towns or settlements or over an open-air assembly
of persons at a height less than 300m (1000ft) above the highest obstacle within a radius of
600m from the aircraft.
b) Elsewhere than as specified above, at a height less than 150m (500ft) above the
ground or water
5. Except where otherwise indicated in air traffic control clearances or specified the
appropriate ATS authority, VFR( flights in level cruising flight when operated above 900m
(3000ft) from the ground or water, or a higher datum as specified by the appropriate ATS
authority, shall be conducted at a flight level appropriate to the track:
6. VFR flights shall comply with the provisions for Air Traffic control Services, when:
a. Operated within Classes В, C and D airspace;
b. Forming part of aerodrome traffic at controlled aerodromes; or
c. Operated as special VFR flights.
7. A VFR flight operating within or into areas, or along routes, designated by the appropriate
ATS authority, shall maintain continuous air-ground voice communication watch on the
appropriate communication channel of, and report its position as necessary to, the air traffic
services unit providing flight information service.

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8. An aircraft operated in accordance with the visual flight rules which wishes to change to
compliance with the instrument flight rules shall:
a) If a flight plan was submitted, communicate the necessary changes to be effected to
its current flight plan, or
b) When so required, submit a flight plan to the appropriate air traffic services unit and
obtain a clearance prior to proceeding IFR when in controlled airspace.

12.2.2 Instrument flight rules applicable to all IFR flights

1. Aircraft equipment - Aircraft shall be equipped with suitable instruments and with
navigation equipment appropriate to the route to be flown
2. Minimum levels - Except when necessary for take-off or landing, or except when
specifically authorized by the appropriate authority, an IFR flight shall be flown at a level
which is not below the minimum flight altitude established by the State whose territory is
over flown, or, where no such minimum flight altitude has been established:
a) Over high terrain or in mountainous areas, at a level which is at least 600m
(2000ft) above the highest obstacle located within 8 km of the estimated position of the
aircraft
b) Elsewhere than as specified above, at a level that is at least 300m (1000ft) above
the highest obstacle located within 8 km of the estimated position of the aircraft.
Note: The estimated position of the aircraft will take account of the navigational accuracy,
which can be achieved on the relevant route segment, having regard to the navigational
facilities available on the ground and in the aircraft
3. Change from IFR flight to VFR flight - An aircraft electing to change the conduct of its
flight from compliance with the instrument flight rules to compliance with the visual flight
rules shall, if a flight plan was submitted, notify the appropriate air traffic services unit
specifically that the IFR flight is cancelled and communicate thereto the changes to be
made to its current flight plan.
4. When an aircraft operating under the instrument flight rules is flown in or encounters
visual meteorological conditions it shall not cancel its IFR flight unless it is anticipated,
and intended, that the flight will be continued for a reasonable period of time in
uninterrupted visual meteorological conditions.

12.2.3 Rules applicable to IFR flights within controlled airspace

1. IFR flights shall comply with the provisions for Air Traffic Control Services when
operated in controlled airspace.
2. An IFR flight operating in cruising flight in controlled airspace shall be flown at a
cruising level, or, if authorized to employ cruise climb techniques, between two levels or
above a level, except that the correlation of levels to track prescribed therein shall not
apply whenever otherwise indicated in air traffic control clearances or specified by the
appropriate ATS authority in Aeronautical Information Publication.

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12.2.4 Rules applicable to IFR flights outside controlled airspace

1. Cruising levels - An IFR flight operating in level cruising flight outside of controlled
airspace shall be flown at a cruising level appropriate to its track.
2. Communications - An IFR flight operating outside controlled airspace but within or into
areas, or along routes, designated by the appropriate ATS authority, shall maintain an
air-ground voice communication watch on the appropriate communication channel and
establish two-way communication as necessary, with the air traffic services unit providing
flight information service.
3. Position reports - An IFR flight operating outside controlled airspace and required by
the appropriate ATS authority to submit a flight plan and maintain an air-ground voice
communication watch on the appropriate communication channel, shall establish two-way
communication, as necessary, with the air traffic services unit providing flight information
service and shall report position as specified for controlled flights.

Note : Libyan Wings does not accept operations into and out of uncontrolled airspace and/or
airports

12.3 Territorial application of the Rules of the Air

The Rules of the Air shall apply to aircraft bearing the nationality and registration marks
of a Contracting State, wherever they may be, to the extent that they do not conflict with
the rules published by the State having jurisdiction over the territory over flown.
Note: The Council of the International Civil Aviation Organization resolved, in adopting
Annex 2 in April 1948 and Attendant 1 to the said Annex in constitutes 'Rules relating to
the flight and maneuver of aircraft' within the meaning of Article 12 of the Convention
Over the high seas, therefore, these rules apply without exception.
If, and so long as, a Contracting State has not notified the International Civil Aviation
Organization to the contrary, it shall be deemed, as regards to aircraft of its registration,
to have agreed as follows:
For purposes of flight over those parts of the high seas where a Contracting State has
accepted, pursuant to a regional air navigation agreement, the responsibility of providing
air traffic services, the 'appropriate ATS authority' referred to in this Annex is the relevant
authority designed by the State responsible for providing those services.
Note: The phrase “regional air navigation agreement” refers to an agreement approved
by the Council of ICAO normally on the advice of a Regional Air Navigational Meeting
12.4 Communication procedures

An aircraft operated as a controlled flight shall maintain continuous listening watch on the
appropriate radio frequency of and establish two-way communication necessary with,
the appropriate air traffic control unit, except as may be prescribed by the appropriate
ATS authority in respect of aircraft forming part of aerodrome traffic at a controlled
aerodrome. (Annex 2, [Link]).

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Note: SELCAL or similar automatic signaling devices satisfy the requirement to maintain a
listening watch
The communications procedures shall be in accordance with Volume 11 of Annex 10-
Aeronautical Telecommunications. Pilots, ATS personnel and other ground personnel shall
be thoroughly familiar with the radiotelephony procedures contained therein.
Full call sign and standard radio phraseology should be used in radio communication with
ATC.
All ATC clearances should be read back, confirmed between both pilots and written down.
Full understanding has to be ensured, including ATC clarification. It is extremely
important when crew receives ATC clearances for:
Maneuvering in areas of high terrain.
Keading, levels, frequency and route/waypoint changes.
Holding short of runway.
In addition levels, headings, frequency and altitudes cleared to should be selected on
proper panel and crosschecked.
- Radio watch on 121,5 MHz as well as monitoring of the appropriate frequency in
airspace without ATC coverage e.g. In-flight Broadcast Procedures.
- Listening watch on 121,5 MHz on VHF №3.
This duty shall not be allowed to interfere with or increase pilot workload, but should be
carried out whenever workload permits. If distress signals are picked up, this information
must immediately be given to nearest ATS unit.
Initial call, after change of FREQ, shall contain:
ACFT call sign and FL, with the addition of cleared FL when climbing or descending.
FL changes to be reported when leaving, in AMS FIR also when reaching assigned FL.
Report APPROACHING FIR/UIR BOUNDARY if no transfer instructions given by ATC.
Note:- Reduced reporting procedures:
- Amsterdam FIR
- Brussels UIR
- Denmark
- Hannover UIR
- Hungary
- France UIR
- Rhein UIR
- Sweden
- Switzerland
- UK FIR/UIR
- Wien FIR

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Note: - North Atlantic/North America (NAT/NAM)

Establish and maintain HF or VHF voice COMM with each ATS Unit as advised.
Most communications are conducted on SSB HF FREQ, generally with Oceanic Area
Centers (OACs) via Aeradio stations, staffed by communicators who have no executive
ATC authority.
Maximum use should be made of VHF General Purpose (GP) FREQ at SNN, BOO, ICE,
YQX, YYR and YFB (YUL) for PSN REP in order to reduce HF congestion. Continuous guard
shall be maintained on VHF 121.500 MHz to the extent possible.
SELCAL -Carry out a SELCAL check with the appropriate radio station prior to NAT OAC
entry. SELCAL watch on the assigned HF FREQ should be maintained also in areas where
VHF coverage is available and used for A/G communication .

1. General communication failure procedures

If a communication failure precludes compliance with the above, the aircraft shall comply
with the communication failure procedures in 12.4. below, and with such of the following
procedures as are appropriate. In addition, the aircraft, when forming part of the
aerodrome traffic at a controlled aerodrome, shall keep a watch for such instructions as
may be issued by visual signals. (Annex 2, 3.б.5.2)
In VMC
-If in visual meteorological conditions, the aircraft shall:
a) Continue to fly in visual meteorological conditions;
b) Land at the nearest suitable aerodrome; and
c) Report its arrival by the most expeditious means to the appropriate air traffic
control unit. (Annex2, [Link].1)
In IMC
- If in instrument meteorological conditions or, when conditions are such that it does
not appear feasible to complete the flight in accordance with [Link] (see Note 1), the
aircraft shall:
a) Unless otherwise prescribed on the basis of regional air navigation
agreement, maintain the last assigned speed and level, or minimum flight altitude if
higher, for a period of 20 minutes following the aircraft's failure to report its position over
a compulsory reporting point and thereafter adjust level and speed in accordance with the
filed flight plan;
b) Proceed according to the current flight plan to the appropriate designated
navigation aid serving the destination aerodrome and, when required to ensure
compliance with (3) below, hold over this aid until commencement of descent;
c) Commence descent from the navigation aid specified in (2) at, or as close as
possible to, the expected approach time last received and acknowledged; or, if no
expected approach time has been received and acknowledged, at, or as close as possible
to, the estimated time of arrival resulting from the current flight plan;

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d) Complete a normal instrument approach procedure as specified for the designated

navigation aid; and
e) Land, if possible, within thirty minutes after the estimated time of arrival specified
in (3) or the last acknowledged expected approach time, whichever is later.

Note 1: As evidenced by the meteorological conditions prescribed therein, 12.4 relates

to all controlled flights, whereas 12.4 relates only to IFR flights.
Note 2: The provision of air traffic control service to other flights operating in the airspace
concerned will be based on the premise that an aircraft experiencing communication
failure will comply with the rules in 12.4.
Air-ground communications failure
- When an aircraft station fails to establish contact with the aeronautical station on
the designated frequency, it shall attempt to establish contact on another frequency
appropriate to the route. If this attempt fails, the aircraft station shall attempt to
establish communication with other aircraft or other aeronautical stations on frequencies
appropriate to the route. In addition, an aircraft operating within a network shall monitor
the appropriate VHF frequency for calls from nearby aircraft. (Annex 10, Vol II,
[Link].1.1)
- If the attempts specified above fail, the aircraft station shall transmit its message
twice on the designated frequency/frequencies, preceded by the phrase "ТRANSМIТТING
BLIND" and, if necessary, include the addressee(s) for which the message is intended.
(Annex 10, Vol. 11, [Link].1.2)
- Procedures for Air Navigation Services(PANS) recommendation - In network operation,
a message, which is transmitted blind, should be transmitted twice on both primary and
secondary frequencies. Before changing frequency, the aircraft station should announce
the frequency to which it is changing. (Annex 10, Vol. 11, [Link].1.2.1)

Receiver failure
- When an aircraft station is unable to establish communication due to receiver
failure, it shall transmit reports at the scheduled times, or positions, on the frequency in
use, preceded by the phrase "ТRANSМIТТING BLIND DUE ТO RECEIVER FAILURE". The
aircraft station shall transmit the intended message, following this by a complete
repetition. During this procedure, the aircraft shall also advise the time of its next
intended transmission. (Annex 10, Vol. 11, [Link].1.3.1)
- An aircraft that is provided with air traffic control or advisory service shall, in
addition to complying with the above, transmit information regarding the intention of the
pilot-in-command with respect to the continuation of the flight of the aircraft. (Annex 10,
Vol. 11, [Link].1.3.2)
- When an aircraft is unable to establish communication due to airborne equipment failure
it shall, when so equipped, select the appropriate SSR code to indicate radio failure.
(Annex 10, Vol. 11, [Link].1.3.3)
Transponder procedures-radio communication failure
The pilot of an aircraft losing two-way communications shall set the transponder to Mode
A Code 7600. (PANS-OPS, Part VIII, 1.4)

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Note: A controller observing a response on the radio communications failure code will
ascertain the extent of the failure by instructing the pilot to operate the special position
indicator (SPI) feature or to change code. Where it is determined that the aircraft receiver
is functioning, further control of the aircraft will be continued using code changes or SPI
transmission to acknowledge receipt of clearances issued.

2 Specific radio communication failure procedures for Europe

As soon as it is known that two-way communication has failed, AТC shall maintain
separation between the aircraft having the communication failure and other aircraft based
on the assumption that the aircraft will operate in accordance with VMC or IMC.
In VМC
The general procedures apply.
In IMC
- A controlled flight experiencing communication failure in IMC, or where it does not
appear feasible to continue in VMC shall:
a) Set transponder to code 7600.
b) Maintain for a period of 7 minutes the last assigned speed and level or the
minimum flight altitude, if the minimum flight altitude is higher than the assigned level.
The period of 7 minutes commences:
(1) If operating on a route without compulsory reporting points or if instructions
have been received to omit position reports:
 at the time the last assigned level or minimum flight altitude is reached;
 at the time the transponder is set to Code 7600 whichever is later.
(2) If operating on a route with compulsory reporting points and no instruction to
omit position report has been received:
 at the time the last assigned level or minimum flight altitude is reached;
 at the previously reported pilot estimate for the compulsory reporting point,
or
 at the previously failed report of position over a compulsory reporting
point, whichever is later;
Note: The period of 7 minutes is to allow the necessary air traffic control and coordination
measures.
c) Thereafter, adjust level and speed in accordance with the filed flight plan.
Note: With regard to changes, the filed flight plan, which is the flight plan as filed with an
ATS unit by the pilot or a designated representative without any subsequent changes, will
be used.
d) If being radar vectored or proceeding offset according to RNAV without a specified
limit, proceed in the most direct manner possible to rejoin the current flight plan route no
later than the next significant point, taking into consideration the applicable minimum
flight altitude

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Note: With regard to the route to be flown or the time to begin descend to the arrival
aerodrome, the current flight plan (which is the flight plan, including changes, if any,
brought about by subsequent clearances) will be used.
e) Proceed according to the current flight plan route to the appropriate designated
navigation aid serving the destination airport and, when required to ensure compliance
with (6) below, hold over this aid until commencement of descent
f) Commence descent from the navigational aid specified in (5) above at, or as close
as possible to, the expected approach time last received and acknowledged or, if no
expected approach time has been received and acknowledged, at or as close as possible
to, the estimated time of arrival resulting in the current flight plan
g) Complete a normal instrument approach procedure as specified for the designated
navigation aid.
h) Land, if possible, within 30 minutes after the estimated time of arrival specified in
(6) above or the last acknowledged expected approach time, whichever is later.

Note: Pilots are reminded that the aircraft may not be in an area of secondary
surveillance radar coverage.

12.5 Signals

- Upon observing or receiving any of the signals given in ICAO Rules of the Air
Annex 2, the Commander shall take such action as may be required by the interpretation
of the signal given.
- Visual signals used to warn an unauthorized aircraft flying in, or about to enter, a
restricted, prohibited or danger area is as follows.
- By day and by night, a series of projectiles discharged from the ground at intervals
of 10 seconds, each showing on bursting, red and green lights or stars will indicate to an
unauthorized aircraft that it is flying in or about to enter a restricted, prohibited or danger
area, and that the aircraft is to take such remedial action as may be necessary.
12.6 Time system used in operation

Coordinated Universal Time (UTC) shall be used and shall be expressed in hours and
minutes and, when required, seconds of the 24-hour day, beginning at midnight.

12.7 AТC clearances

- An air traffic control clearance shall be obtained prior to operating a flight or a

portion of a flight as a controlled flight. Such clearance shall be requested through the
submission of a flight plan to an air traffic control unit.
- Whenever an aeroplane has requested a clearance involving priority, a report
explaining the necessity for such priority shall be submitted if requested by the
appropriate air traffic control unit.
Note 1: A flight plan may cover only part of a flight, as necessary, to describe that portion of the
flight or those maneuvers, which are subject to air traffic control. A clearance may cover part of a
current flight plan, as indicated in a clearance limit, or refer to specific maneuvers such as taxiing,
landing or taking off.

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Note 2: If air traffic control clearance is not satisfactory to the Commander of the aeroplane, the
Commander may request an amended clearance and, if practicable, it will be issued.

12.8 Adherence to flight plan

An aircraft shall adhere to the current flight plan or the applicable portion of a current
flight plan submitted for a controlled flight unless a request for a change has been made

and clearance obtained from the appropriate air traffic control unit, or unless an
emergency situation arises which necessitates immediate action by the aircraft, in which
event as soon as circumstances permit, after such emergency authority is exercised, the
appropriate air traffic services unit shall be notified of the action taken and that this
action has been taken under emergency authority.
12.9 Position reports

Unless exempted by the appropriate ATS authority or by the appropriate air traffic
services unit under conditions specified by that authority, a controlled flight shall report to
the appropriate air traffic services unit, as soon as possible, the time and level of passing
each designated compulsory reporting point, together with any other required
information. Position reports shall similarly be made in relation to additional points when
requested by the appropriate air traffic services unit. In the absence of designated
reporting points, position reports shall be made at intervals prescribed by the appropriate
ATS authority or specified by the appropriate air traffic services unit.

12.10 Interception

- The word 'interception' in this context does not include intercept and escort service
provided on request to an aeroplane in distress, in accordance with the Search and
Rescue Manual (ICAO Doc 7333).
- Interception of civil aeroplanes shall be governed by appropriate regulations and
administrative directives issued by contracting States in compliance with convention on
international civil aviation and in particular Article 3(d), under which contracting States,
when issuing regulations for their State aeroplanes , undertake to have due regard for the
safety of navigation of civil aeroplanes .
- The Commander of a civil aeroplane, when intercepted, shall interpret and respond to
the visual signals specified in Section 12.10.

1 Actions by the intercepted aeroplane

- An aeroplane that is intercepted by another aeroplane shall immediately:
a. Follow the instructions given by the intercepting aeroplane, interpreting and
responding to visual signals of Table 1;
b. Notify, if possible, the appropriate air traffic services unit;
c. Attempt to establish radio communication with the intercepting aeroplane or with
the appropriate intercept control unit, by making a general call on the emergency
frequency 121.5 MHz, giving your identity and the nature of the flight and if no contact
has been established and if practicable, repeating this call on the emergency frequency
243 MHz

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d. Select Code 7700, unless otherwise instructed by the appropriate air traffic
services unit.
- If any instructions received by radio from any sources conflict with those given by
the intercepting aeroplane by visual signals, the intercepted aeroplane shall request
immediate clarification, while continuing to comply with the visual instructions given by
the intercepting aeroplane
- If any instructions received by radio from any sources conflict with those given by the
intercepting aeroplane by radio, the intercepted aeroplane shall request immediate
clarification, while continuing to comply with the radio instructions given by the
intercepting aeroplane.

2 Radio communication during interception

If radio contact is established during interception but communication in a common
language is not possible, attempts shall be made to convey instructions and
acknowledgment of instructions and essential information by using the phrases and
pronunciations as published in the Airway Manual/Emergency.

3 Signals for use in the event of interception

Table 1 – Signals initiated by intercepting aeroplane and responses by intercepted

aeroplane
Series Intercepting aeroplane signals Meaning Intercepted aeroplane responses Meaning
1. DАУ or NIGHT - Rocking aircraft You have DАУ or NIGHT - Rocking aircraft Understood,
and flashing navigational lights at been and flashing navigational lights at will
irregular intervals from а position intercepted. irregular intervals and following comply.
slightly above and ahead of, and Follow me.
normally to the left of, the intercepted
aircraft and, after acknowledgement,
а slow level turn, normally to the left,
onto the desired heading.
Note:
1. Meteorological conditions or
terrain maу require the intercepting
aircraft to reverse the positions and
direction of turn given above in
Series 1.
2. If the intercepted aircraft is not
able to keep paсе with the
intercepting aircraft, the latter is
expected to fly а series of racetrack
patterns and to rock the aircraft each
time it passes the intercepted aircraft.
2. DАY or NIGHT-An abrupt break- You may DАY or NIGHT-Rocking the Understood,
away manoeuvre from the intercepted proceed. aircraft. will comply
aircraft consisting of а climbing turn
of 90 degrees or more without
crossing the line of flight of the
intercepted aircraft
3. DАY or NIGHT-Lowering landing Land at this DАY or NIGHT-Lowering landing Understood,
gear, showing steady landing lights aerodrome. gear, showing steady landing lights will comply
and overlying runway in use and following the intercepting
aircraft and after overlying the
runway in use, landing is considered
safe, proceeding to land

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Table 2 – Signals initiated by intercepted airplane and responses by intercepting

airplane
Intercepting aeroplane
Series Intercepted aeroplane signals Meaning Meaning
responses
4. DАУ or NIGHT - Raising Aerodrome DАY or NIGHT - If it is Understood, will
landing gear and flashing you have been desired that the intercepted comply.
landing lights while passing over designated is aircraft follow the intercepting
runway in use and continuing to inadequate. aircraft to an alternate
circle runway in use. If unable to aerodrome, the intercepting
flash landing lights, flash any aircraft raises its landing gear
other lights available (if fitted) and uses the Series 1
signals prescribed for
intercepting aircraft. If it is Understood, you
desired to release the may proceed.
intercepted aircraft, the
intercepting aircraft uses the
Series 2 signals prescribed for
intercepting aircraft.
5. DАY or NIGHT- Regular Cannot DАY or NIGHT- Use the Understood.
switching on and off of all comply. Series 2 signals prescribed for
available lights but in such а intercepting aircraft.
manner as to be distinct from
flashing lights.
6. DАY or NIGHT- Irregular In distress. DАY or NIGHT- Use the Understood.
flashing of all available lights. Series 2 signals prescribed for
intercepting aircraft

12.11 Distress and urgency signals

Note: None of the provisions in this section shall prevent the use, by an aircraft in distress, of any
means at its disposal to attract attention, make known its position and obtain help.

Note: For full details of telecommunication transmission procedures for the distress and urgency
signals, see Annex 10, Volume II, Chapter 5.

Note: For details of the search and rescue visual signals, see Annex 12.

1 Distress signals
The following signals used either together or separately, mean that grave and imminent
danger threatens, and immediate assistance is requested:

1) a signal made by radiotelegraphy or by any other signaling method consisting of the

group SOS (. . . --- . . . in the Morse Code);

2) a radiotelephony distress signal consisting of the spoken word “MAYDAY, MAYDAY,

MAYDAY”;

3) a distress message sent via data link which transmits the intent of the word
“MAYDAY”;

4) rockets or shells throwing red lights, fired one at a time at short intervals;

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5) a parachute flare showing a red light.

Note: Article 41 of the ITU Radio Regulations (Nos. 3268, 3270 and 3271 refer) provides
information on the alarm signals for actuating radiotelegraph and radiotelephone auto-alarm
systems:

3268 The radiotelegraph alarm signal consists of a series of twelve dashes sent in one minute, the
duration of each dash being four seconds and the duration of the interval between consecutive
dashes one second. It may be transmitted by hand but its transmission by means of an automatic
instrument is recommended.

3270 The radiotelephone alarm signal consists of two substantially sinusoidal audio frequency tones
transmitted alternately. One tone shall have a frequency of 2 200 Hz and the other a frequency of 1
300 Hz, the duration of each tone being 250 milliseconds.

3271 The radiotelephone alarm signal, when generated by automatic means, shall be sent
continuously for a period of at least thirty seconds but not exceeding one minute; when generated
by other means, the signal shall be sent as continuously as practicable over a period of
approximately one minute.

2 Urgency signals
1) The following signals used either together or separately, mean that an aircraft wishes to give notice
of difficulties which compel it to land without requiring immediate assistance:

a) the repeated switching on and off of the landing lights; or

b) the repeated switching on and off of the navigation lights in such manner as to be distinct from
flashing navigation lights.

2) The following signals, used either together or separately, mean that an aircraft has a very urgent
message to transmit concerning the safety of a ship, aircraft or other vehicle, or of some person on
board or within sight:

a) a signal made by radiotelegraphy or by any other signaling method consisting of the group XXX;

b) a radiotelephony urgency signal consisting of the spoken words “PAN, PAN, PAN”;

c) an urgency message sent via data link which transmits the intent of the words “PAN, PAN, PAN”;

3 Intercepting а distress transmission

[Link] а distress signal and/or message or equivalent transmission is intercepted,
the Commander shall:
2 Record the position of the aircraft in distress, if given;
3 If possible, take а bearing on the transmission;
4 Inform the appropriate rescue coordination center or the ATS unit of the distress
transmission, giving all available information;
While awaiting instructions, proceed to the position given in the transmission (at the
Commander's discretion)

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13. LEASING ............................................................................................... 3

13.1 DEFINITIONS ......................................................................................... 3
13.2 LEASING OF AEROPLANES BETWEEN LWA AND ANOTHER OPERATOR… 3
13.2.1 DRY LEASE-IN ................................................................................... 3
13.2.2 WET LEASE-IN..................................................................................... 3
13.2.3 DRY LEASE OUT ................................................................................. 4
13.2.4 WET LEASE-OUT ............................................................................... 4
13.3 LEASING OF AEROPLANES AT SHORT NOTICE ............................. 5

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13. LEASING

13.1 DEFINITIONS

Terms used in this paragraph have the following meaning

Dry lease: When the airplane is operated under the AOC of the lessee.

Wet lease: When the airplane is operated under the AOC of the lessor.

13.2 LEASING OF AEROPLANES BETWEEN LWA AND ANOTHER OPERATOR

13.2.1 Dry Lease-in

A dry lease in must be approved by the LYCAA and any conditions being
part of this approval must be included in the lease agreement.

The Compliance Monitoring Manager shall ensure that, with regard to airplanes
that are dry leased- in, any differences from the requirements
prescribed in LYCAA regulations are notified to and are acceptable to the
LYCAA.

13.2.2 Wet Lease-in

A wet lease in must be approved by the LYCAA
The Compliance Monitoring Manager shall ensure that, with regard to
airplanes that are wet leased-in:
• The safety standards of the lessor with respect to maintenance a n d operation
are equivalent to LYCAA requirements.
• The lessor is an operator holding an AOC issued by a State which is
a signatory to the Chicago Convention.
• The airplane has a standard Certificate of Airworthiness issued in
accordance with ICAO Annex 8.

The Compliance Monitoring Manager shall organize an audit in order to

answer the different points.

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13.2.3 Dry Lease out

A dry lease out for the purpose of commercial air transportation to any
operator which is signatory to the Chicago Convention may be achieved
provided that the following conditions are met:
• The Authority has exempted the lessor from the relevant
provisions of LYCAA requirements and, after the foreign
regulatory authority has accepted responsibility in writing for
surveillance of the maintenance and operation of the airplane(s), has
removed the airplane from its AOC.
• The airplane is maintained according to an approved
maintenance program.

13.2.4 Wet Lease-out

The lessor shall remain the operator of the airplane.

If Libyan Wings is providing an airplane and complete crew to another operator

shall remain the operator of the airplane.

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13.3 LEASING OF AEROPLANES AT SHORT NOTICE

In case of an immediate, urgent and unforeseen need for a replacement

airplane, the approval required by paragraph 13.3.2 above may be
deemed to have been given, provided that:
 The lessor is an operator holding an AOC issued by a State which is
a signatory to the Chicago Convention.
 The lease-in period does not exceed 5 consecutive days.
 The LYCAA is immediately notified of the use of this provision

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Appendix ( A ) Aircraft Technical Flight Log Descriptions

1 2 3 4

5
13
10
6 8 12
7
9 11

14

15

16

17

1. Technical Flight Log Number.

18
2. Aircraft Type.
3. Aircraft Registration .
4. Total aircraft hours/ total aircraft cyc. On dep. Plus total aircraft hours / total aircraft CYC ON ARR.
5. DATE OF FLIGHT .
6. FLIGHT Number , Origin &destination.
7. Crew technical comment .
8. Off blocks & take off time.
9. Action had been taken (name, sign, Auth , LYCAA no,
10. Captain in command code / first officer code .
11. Block to block time.
12. Journey log no.
13. Fuel data.
14. Engines oil data.
15. Type of the check Name, Auth LYCAA approval station ,sign , date , time
16. Type of checks has been done ( name, sign, auth LYCAA no).
17. Captain acceptance before the flight.
18. Pink copy in ATFL , Blue copy at the operations , Yellow copy at outstation , White copy at the MCC)

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Appendix ( B ) Cabin Technical Flight Log Descriptions

1 2
3 4

6
5
9
7 8
10

11 12 13 14 15 16

18
17

19 20 21
.

[Link] type.
[Link] registration.
[Link] number.
[Link] of the flight.
5. Name of the cabin crew.
[Link] maintenance sign.
7..Defect description “ crew comment “.
8..Action had been taken by the maintenance.
9. Release name, sign, Auth LYCAA number, date,
[Link] number of the defect.
[Link] DDS closed number.
[Link] of the DDS closed item.
13. Part number off.
14. Serial Number off.

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[Link] Number on.

[Link] Number on
[Link] LYCAA approval number , sign.
18. Chief Cabin acceptance name, sign, time UTC.
19. White copy at the MCC.
20. Yellow copy at the out station.
21. Pink copy remains in the cabin technical log .

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Appendix ( C ) ATC Flight Plan

- Flight plan was completed for a flight by an airplane registered “FOLXG

- The flight rules were planned to be VFR and it was a general aviation flight

As item 9 is left blank, that means that it is a flight plan for 1 airplane. The
type is Socata Tobago (ICAO designator “TOBA”).

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- Wake turbulence category for this plane is light and its equipment is: VHF RTF, DME,
VOR and Mode C transponder.

Departure aerodrome for this flight is Nice (LFMN) and estimated off-block time is 0930
UTC.

- Planned cruising speed is 100 knots TAS, planned altitude is 6500 feet. The
planned route is via point STP, then via route A3 to point RUBIT and along route
G7 via CUERS, RIKPO and OB.

Note: This is an example of route description and the pilot is obliged to check and
follow departure/arrival routes and procedures

- The destination aerodrome for this flight is Marseille (LFML) and the flight is planned to
take 1 hour and 10 minutes.

- Two alternate aerodromes were planned: Lyon (LFLL) and Toulouse (LFBO).

- The fuel endurance was 3 hours and 1 person was on board the plane
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- There was no equipment for UHF (243 MHz) or VHF (121,5 MHz) emergency communication
but the plane carried emergency locator transmitter.

- Survival maritime equipment was carried.

- As well as jackets equipped with lights.

-There was one dinghy on board, able to carry 3 persons and yellow cover was included.

The plane was painted silver with light blue and red stripes and the pilot in command
was Daniel Martin..

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Appendix ( D ) Operational Flight Plan “ OFP “ Descriptions

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Table of Content:

15.1 Introduction and Scope ---------------------------------------------------------- 03

15.1 Introduction and Scope ---------------------------------------------------------- .03
15.1.1 Libyan Wings Cargo Configuration----------------------------------------- 03
15.2 Objective ---------------------------------------------------------------------------- 03
15.3 Main Responsibilities -------------------------------------------------- ---------- 03
15.4 Reserved -----------------------------------------------------------------------------04
15.5 Operational Procedures --------------------------------------------------- 04 - 05
15.6 Loading Instruction Report ( LIR ) and Weight & Balance ---------------05
15.6.1 Weight and balance system ------------------------------------------------ 05
15.6.2 Loading Instruction Report ------------------------------------------------- 05
15.6.3 Loading and Unloading Aircraft------------------------------------------- 06
[Link] General Requirements for---------------------------------------------- 06
15.6.4 Cabin Operations ---------------------------------------------------------- 06
[Link] Duties & Responsibility of cabin crew ------------------------------- 06

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15.1 Introduction and Scope

Due to the COVID-19 crisis, the passenger transportation by air has drastically
decreased. In the meantime the demand for cargo transport rapidly increases. For this
purpose and According to LYCAA Information Notice (OPS IN 2020, Issue 1), This
procedure applies on passenger aircraft cabin to be utilized for carriage of cargo
for three months.

15.1.1 Libyan Wings Cargo Configuration

Cargo Type Passenger cabin Cargo Compartment

Humanitarian Supplies / Medicines Class A Class C
General Cargo / or Mail Class A Class C

15.2 Objective
The purpose of this temporary revision is to provide the means for Libyan wings to
ensure an acceptable level of safety is maintained at all times for the transport of cargo
and/ or mail, in the passenger cabin and the procedures to be followed for the usage of
the passenger compartment to carry cargo.

15.3 Main Responsibilities

- Flight Operations Department
- Ground Handling Department
- Maintenance Department

15.4 Reserved

15.5 Operational Procedures

Libyan Wings should consider the type of cargo or mail to be loaded in the
Passenger cabin, specific considerations include:
a. 100% Verification of the cargo contents to ensure that there are no
dangerous goods;

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b. The Pilot in Command (PIC) shall be informed of the content of all the cargo
using Notice to Captain ( NOTOC );

c. Only Approved locations shall be used in the aircraft cabin to carry cargo.
These locations shall be, stowage compartments (such as galley stowage
compartments, coat stowage compartments.), overhead bin compartments,
under seat space and may be behind bulkheads, placarded load limitations of
such locations shall be adhered at all times.

d. Occupants should be placed on existing cabin crew seats; otherwise

occupants must not share seat rows with cargo, there must be a clear
separation of areas occupied by occupants and those filled with cargo during
taxi, take-off, and landing; at least one empty seat row between cargo and
reserved occupant seats must be established

e. All cargo packages shall be packed & stowed in such a way that all contents
are easily accessible to the crew in case of emergency

f. The vertical center of gravity (CG) of the cargo must be equal to or lower
than the passenger CG of the seat.

g. The cargo placed in enclosed stowage areas shall not be of such size that
prevent latched doors from being closed securely;

h. Stowing cargo under seat , only if seats is equipped with baggage bars, and
should not exceed 9 kg ;
i. The cargo in the bulkheads shall not exceed the maximum capacity indicated
in the placard;
j. The cargo shall not be placed where it can be impede access to emergency
equipments;
k. The aisle shall remain free of cargo to enable access to the seats and goods in
case of smoke or fire;
l. The cargo items shall be stowed only in a location that is capable of
restraining it;
m. Regular checks by cabin crew member to detect any sgn of fire , smoke or
loose items.
n. Smoke or fire in the cabin must be easily detected and extinguished
o. A special procedure shall be in place for enhanced fire watch and
firefighting this cargo during all phases of flight, any fire that might

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occur must be discoverable and be able to be extinguished

immediately.

p. Packages should be free of sharp edges as they will be manually loaded ;

q. Wet cargo should not be loaded in passenger cabin;
r. Cargo to be loaded in the passenger cabin shall be within the applicable limits
for dimensions and weight.
s. The cargo shall be checked to ensure proper stowage in the following
instances:
o Before take-off,
o Before landing,
o Under orders of the Pilot in Command (PIC).The aisle shall remain free of
cargo to enable access to the seats and the goods in case of smoke or fire
t. Visual inspection shall be performed after each flight:
1 - All overhead bins, bin doors and other stowage compartments for any
damage to the structure.
2- Seat structure, arm rests fairings for any visible damage.
3- Seat covers to ensure that no damages or discolorations caused by cargo
items.
4- Cabin Decompression panels for any visible damages.

15.6 Loading Instruction Report ( LIR ) and Weight & Balance

15.6.1 Weight and balance system
Libyan Wings will calculate the center of gravity using departure control System (DCS)
(manual trim sheet not recommended.

15.6.2 Loading Instruction Report

Loading instruction report shall report :
a. load quantity per each cabin section ;
b. maximum loads for seats , rows , cabin sections;
c. loading / unloading sequence .
Note : the load controller should ensure that only cargo identified with special Handling
code be planned for loading in the passenger cabin.

15.6.3 Loading and Unloading Aircraft

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All possible measures shall be in place to prevent injury to personnel and Damage to
aircraft, the recommended equipment is ;
a. Elevating equipment
b. Passenger stairs

[Link] General Requirements for Loading

a. Restraint devices should be capable or restraining the cargo.

b. During the loading process special attention is to be given to the doors, partitions,
linings, seat fairings, Galley walls & overhead bins / bin doors etc. Any loading
aids such as trolleys must be narrow for easy movement through the aisle and
no impact is permitted with seats.
c. Weight limitations to checked prior to loading any items on the Overhead Bins
( 38 kg)
d. The loading in each seat should not exceed 77 kg;
e. All emergency equipment shall always remain free of obstructions
f. The cargo load shall not extend above the maximum height of the passenger
g. seat in the fully upright position
h. Avoid heavy items and / or shipments with sharp edges
i. Ensure seatbacks are in upright positions
j. Cabin depressurization relief vents should be unobstructed.

15.6.4 Cabin Operations

Libyan Wings will use two cabin crew to be seated in the front ros not close to the
cargo

15. 6.4.1 Duties & Responsibility of cabin crew

a. Coordination and communication with flight deck during any emergency

b. Preflight briefing should be carried out with flight crew
c. Seat power systems, unused galley systems and other heat generating systems
that are not essential for this special operation shall be turned off.
d. The cabin crew shall perform checks before take-off, before landing, and
whenever the fasten seat belts signs are illuminated to ensure that the cargo are
properly stowed.
f. check that all portable fire extinguishers and portable breathing equipment are
onboard as per the emergency cabin items.

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